Rules for Classification and Construction

I Ship Technology
6 Offshore Service Vessels

1 Hull Structures

Edition 2012
 The following Rules come into force on 1 August 2012.

Alterations to the preceding Edition are marked by beams at the text margin.

Germanischer Lloyd SE

Head Office
Brooktorkai 18, 20457 Hamburg, Germany
Phone: +49 40 36149-0
Fax: +49 40 36149-200
headoffice@gl-group.com

www.gl-group.com

"General Terms and Conditions" of the respective latest edition will be applicable
(see Rules for Classification and Construction, I - Ship Technology, Part 0 - Classification and Surveys).

Reproduction by printing or photostatic means is only permissible with the consent of

Germanischer Lloyd SE.

Published by: Germanischer Lloyd SE, Hamburg

I - Part 6 Table of Contents Chapter 1
GL 2012 Page 3

Table of Contents

Section 1 General, Definitions

A. Validity, Equivalence ................................................................................................................. 1- 1
B. Class Notation ............................................................................................................................ 1- 1
C. Accessibility ............................................................................................................................... 1- 2
D. Stability ...................................................................................................................................... 1- 2
E. Vibrations and Noise .................................................................................................................. 1- 2
F. Documents for Approval ............................................................................................................ 1- 3
G. Definitions .................................................................................................................................. 1- 4
H. International Conventions and Codes ......................................................................................... 1- 5
I. Rounding-Off Tolerances ........................................................................................................... 1- 6
J. Regulations of National Administrations ................................................................................... 1- 6
K. Computer Programs .................................................................................................................... 1- 6
L. Workmanship ............................................................................................................................. 1- 7

Section 2 Materials
A. General ....................................................................................................................................... 2- 1
B. Hull Structural Steel for Plates and Sections .............................................................................. 2- 1
C. Forged Steel and Cast Steel ........................................................................................................ 2- 6
D. Aluminium Alloys ...................................................................................................................... 2- 6
E. Austenitic Steels ......................................................................................................................... 2- 6

Section 3 Design Principles

A. General ....................................................................................................................................... 3- 1
B. Upper and Lower Hull Flange .................................................................................................... 3- 2
C. Unsupported Span ...................................................................................................................... 3- 2
D. End Attachments ........................................................................................................................ 3- 4
E. Effective Breadth of Plating ....................................................................................................... 3- 5
F. Proof of Buckling Strength ......................................................................................................... 3- 5
G. Rigidity of Transverses and Girders ........................................................................................... 3- 14
H. Structural Details ........................................................................................................................ 3- 14
I. Evaluation of Notch Stress ......................................................................................................... 3- 16
J. Corrosion Additions ................................................................................................................... 3- 17
K. Additional Stresses in Asymmetric Sections/Profiles ................................................................. 3- 18
L. Testing of Watertight and Weathertight Compartments ............................................................. 3- 18

Section 4 Design Loads

A. General, Definitions ................................................................................................................... 4- 1
B. External Sea Loads ..................................................................................................................... 4- 2
C. Cargo Loads, Load on Accommodation Decks .......................................................................... 4- 4
D. Loads on Tank Structures ........................................................................................................... 4- 4
E. Design Values of Acceleration Components .............................................................................. 4- 5
Chapter 1 Table of Contents I - Part 6
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Section 5 Longitudinal Strength

A. General ........................................................................................................................................ 5- 1
B. Loads on the Ship's Hull ............................................................................................................. 5- 3
C. Section Moduli, Moments of Inertia, Shear and Buckling Strength ............................................ 5- 5
D. Design Stresses ........................................................................................................................... 5- 7
E. Permissible Still Water Loads ..................................................................................................... 5- 9

Section 6 Shell Structures

A. General, Definitions .................................................................................................................... 6- 1
B. Bottom Plating ............................................................................................................................ 6- 1
C. Side Shell Plating ........................................................................................................................ 6- 2
D. Side Plating of Superstructures ................................................................................................... 6- 4
E. Strengthening of Bottom Forward .............................................................................................. 6- 4
F. Strengthenings in Way of Propellers and Propeller Shaft Brackets, Bilge Keels ........................ 6- 4
G. Openings in the Shell Plating ...................................................................................................... 6- 5
H. Side Shell Doors and Stern Doors .............................................................................................. 6- 6
I. Bulwark ....................................................................................................................................... 6- 8

Section 7 Decks
A. Strength Deck ............................................................................................................................. 7- 1
B. Lower Decks ............................................................................................................................... 7- 3
C. Helicopter Decks ........................................................................................................................ 7- 4

Section 8 Bottom Structures

A. General ........................................................................................................................................ 8- 1
B. Single Bottom ............................................................................................................................. 8- 1
C. Double Bottom ............................................................................................................................ 8- 2
D. Bottom Structure in Machinery Spaces in Way of the Main Propulsion Plant ........................... 8- 7
E. Support Structure for Thruster Units (Azimuth thrusters, podded drives and DP thruster
units) ........................................................................................................................................... 8- 8
F. Transverse Thrusters ................................................................................................................... 8- 9
G. Docking Calculation ................................................................................................................... 8- 11

Section 9 Framing System

A. Transverse Framing .................................................................................................................... 9- 1
B. Bottom-, Side- and Deck Longitudinals, Side Transverses ......................................................... 9- 5

Section 10 Deck Beams and Supporting Deck Structures

A. General ........................................................................................................................................ 10- 1
B. Deck Beams and Girders ............................................................................................................ 10- 1
C. Pillars .......................................................................................................................................... 10- 2
D. Cantilevers .................................................................................................................................. 10- 3
E. Hatchway Girders and Girders Forming Part of the Longitudinal Hull Structure ....................... 10- 3
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Section 11 Watertight Bulkheads

A. General ....................................................................................................................................... 11- 1
B. Scantlings ................................................................................................................................... 11- 2
C. Shaft Tunnels ............................................................................................................................. 11- 5

Section 12 Tank Structures

A. General ....................................................................................................................................... 12- 1
B. Scantlings ................................................................................................................................... 12- 4
C. Detached Tanks .......................................................................................................................... 12- 6
D. Potable Water Tanks .................................................................................................................. 12- 6
E. Swash Bulkheads ........................................................................................................................ 12- 7

Section 13 Stem and Sternframe Structures

A. Definitions .................................................................................................................................. 13- 1
B. Stem ........................................................................................................................................... 13- 1
C. Sternframe .................................................................................................................................. 13- 1
D. Propeller Brackets ...................................................................................................................... 13- 4
E. Elastic Stern Tube ...................................................................................................................... 13- 4

Section 14 Rudder and Manoeuvring Arrangement

A. General ....................................................................................................................................... 14- 1
B. Rudder Force and Torque .......................................................................................................... 14- 3
C. Scantlings of the Rudder Stock .................................................................................................. 14- 4
D. Rudder Couplings ....................................................................................................................... 14- 8
E. Rudder Body, Rudder Bearings ................................................................................................. 14- 11
F. Design Yield Moment of Rudder Stock ..................................................................................... 14- 13
G. Stopper, Locking Device ............................................................................................................ 14- 14
H. Propeller Nozzles ....................................................................................................................... 14- 14
I. Devices for Improving Propulsion Efficiency ............................................................................ 14- 15
J. Fin Stabilizers ............................................................................................................................ 14- 15

Section 15 Strengthening for Navigation in Ice

A. General ....................................................................................................................................... 15- 1
B. Requirements for the Notations E1 - E4 ..................................................................................... 15- 5
C. Requirements for the Notation E ................................................................................................ 15- 12

Section 16 Superstructures and Deckhouses

A. General ....................................................................................................................................... 16- 1
B. Side Plating and Decks of Non-Effective Superstructures ......................................................... 16- 2
C. Superstructure End Bulkheads and Deckhouse Walls ................................................................ 16- 3
D. Decks of Short Deckhouses ........................................................................................................ 16- 4
E. Elastic Mounting of Deckhouses ................................................................................................ 16- 4
F. Breakwater ................................................................................................................................. 16- 7
Chapter 1 Table of Contents I - Part 6
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Section 17 Smaller Openings and Hatches

A. General ........................................................................................................................................ 17- 1
B. Design ......................................................................................................................................... 17- 1
C. Hatch Cover Coamings and Girders ........................................................................................... 17- 4
D. Engine Room Hatchways ............................................................................................................ 17- 4

Section 18 Equipment
A. General ........................................................................................................................................ 18- 1
B. Equipment numeral ..................................................................................................................... 18- 1
C. Anchors ....................................................................................................................................... 18- 2
D. Chain Cables ............................................................................................................................... 18- 3
E. Chain Locker .............................................................................................................................. 18- 3
F. Mooring Equipment ................................................................................................................... 18- 4
G. Towing Equipment ...................................................................................................................... 18- 5
H. Towing and Mooring Arrangement Plan .................................................................................... 18- 6

Section 19 Welded Joints

A. General ........................................................................................................................................ 19- 1
B. Design ......................................................................................................................................... 19- 2
C. Stress Analysis ............................................................................................................................ 19- 9

Section 20 Fatigue Strength

A. General ........................................................................................................................................ 20- 1
B. Fatigue Strength Analysis for Free Plate Edges and for Welded Joints Using Detail
Classification .............................................................................................................................. 20- 4
C. Fatigue Strength Analysis for Welded Joints Based on Local Stresses ....................................... 20- 8

Section 21 Hull Outfit

A. Partition Bulkheads ..................................................................................................................... 21- 1
B. Ceiling ........................................................................................................................................ 21- 1
C. Weathertight Doors ..................................................................................................................... 21- 1
D. Side Scuttles, Windows and Skylights ........................................................................................ 21- 2
E. Scuppers, Sanitary Discharges and Freeing Ports ....................................................................... 21- 3
F. Air Pipes, Overflow Pipes, Sounding Pipes ................................................................................ 21- 4
G. Ventilators .................................................................................................................................. 21- 7
H. Stowage of Heavy Cargo Items ................................................................................................... 21- 7
I. Lashing Arrangements ................................................................................................................ 21- 8
J. Life Saving Appliances ............................................................................................................... 21- 8
K. Signal and Radar Masts .............................................................................................................. 21- 8
L. Loading and Lifting Gear ............................................................................................................ 21- 10
M. Guard-Rails ................................................................................................................................. 21- 11
N. Cargo Rails ................................................................................................................................. 21- 11
O. Accesses to Ships ........................................................................................................................ 21- 11
P. Moon Pools ................................................................................................................................. 21- 11
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Section 22 Structural Fire Protection

A. General ....................................................................................................................................... 22- 1
B. Ships with a Total of 60 Persons on Board ................................................................................ 22- 1
C. Ships with a Total of 240 Persons on Board .............................................................................. 22- 10
D. Ships with more than 240 Persons on Board .............................................................................. 22- 22
E. Additional Requirements for Ships carrying Crude Oil and Petroleum Products ....................... 22- 36
F. Helicopter Decks ........................................................................................................................ 22- 39

Section 23 Intact and Damage Stability

A. General ....................................................................................................................................... 23- 1
B. Intact Stability ............................................................................................................................ 23- 1
C. Stability Booklet ......................................................................................................................... 23- 2
D. Damage Stability ........................................................................................................................ 23- 6

Section 24 Special Requirements for In-Water Surveys

A. General ....................................................................................................................................... 24- 1
B. Special Arrangements for In-Water Surveys .............................................................................. 24- 1
C. Documents for Approval, Trials ................................................................................................. 24- 1

Section 25 Corrosion Protection

A. General Instructions ................................................................................................................... 25- 1
B. Shop Primers .............................................................................................................................. 25- 1
C. Hollow Spaces ............................................................................................................................ 25- 1
D. Combination of Materials ........................................................................................................... 25- 1
E. Fitting-Out and Berthing Periods ............................................................................................... 25- 2
F. Corrosion Protection of Ballast Water Tanks ............................................................................. 25- 2
G. Corrosion Protection of the Underwater Hull ............................................................................. 25- 2

Section 26 Service Vessels for Carrying Hazardous and Noxious Liquid Substances in Bulk
A. General ....................................................................................................................................... 26- 1
B. Stability and Cargo Tank Location ............................................................................................. 26- 2
C. Ship Design ................................................................................................................................ 26- 2
D. Permitted Cargoes ...................................................................................................................... 26- 5

Section 27 Anchor Handling and Towing Ships

A. General ....................................................................................................................................... 27- 1
B. Hull Structure ............................................................................................................................. 27- 1
C. Towing Gear/Towing Arrangement ........................................................................................... 27- 3
D. Steering Gear/Steering Arrangement .......................................................................................... 27- 4
E. Anchoring/Mooring Equipment ................................................................................................. 27- 4
F. Stability ...................................................................................................................................... 27- 4
G. Escape Routes and Safety Measures .......................................................................................... 27- 5
H. Additional Requirements for Active Escorting .......................................................................... 27- 5
Chapter 1 Table of Contents I - Part 6
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Section 28 Well Stimulation Vessels

A. General ........................................................................................................................................ 28- 1
B. Arrangement ............................................................................................................................... 28- 1
C. Position Keeping ......................................................................................................................... 28- 2
D. Intact and Damage Stability ........................................................................................................ 28- 2
E. Well Stimulation Equipment ....................................................................................................... 28- 2
F. Additional Requirements ............................................................................................................ 28- 2

Section 29 Fire Fighters

A. General ........................................................................................................................................ 29- 1
B. Scope and Compliance ................................................................................................................ 29- 1
C. Documentation ............................................................................................................................ 29- 2
D. Trials and Surveys ...................................................................................................................... 29- 2
E. Basic Requirements .................................................................................................................... 29- 2
F. Additional Requirements ............................................................................................................ 29- 3

Section 30 Standby Vessels

A. General ........................................................................................................................................ 30- 1
B. Documentation ............................................................................................................................ 30- 1
C. Towing Arrangement .................................................................................................................. 30- 1
D. Hull Arrangement and Strength .................................................................................................. 30- 1
E. Rescue Zone Arrangement .......................................................................................................... 30- 2
F. Survivors Accommodation ......................................................................................................... 30- 2
G. Safety Equipment ........................................................................................................................ 30- 2
H. Deck Houses and Superstructures ............................................................................................... 30- 2

Section 31 Oil Recovery Vessels

A. General ........................................................................................................................................ 31- 1
B. Documentation ............................................................................................................................ 31- 1
C. Basic Requirements .................................................................................................................... 31- 1
D. Hazardous Areas ......................................................................................................................... 31- 2

Section 32 Chemical Recovery Vessels

A. General ........................................................................................................................................ 32- 1
B. Requirements for Separation of Spaces ...................................................................................... 32- 1
C. Ship Arrangements ...................................................................................................................... 32- 1
D. Additional Requirements ............................................................................................................ 32- 2

Section 33 Special Purpose Ships

A. General ........................................................................................................................................ 33- 1
B. Documents for Approval ............................................................................................................. 33- 1
C. Intact Stability ............................................................................................................................. 33- 1
D. Damage Stability ......................................................................................................................... 33- 2
E. Watertight Subdivision ............................................................................................................... 33- 2
F. Structural Fire Protection ............................................................................................................ 33- 2
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Section 34 Wind Turbine Installation Ships

A. General ....................................................................................................................................... 34- 1
B. Classification of Ships with Jack-up Capability ......................................................................... 34- 1
C. Classification of Ships without Jack-up Capability .................................................................... 34- 1

Annex A Load Line Marks

A. Load Line Marks of GL ............................................................................................................. A- 1

Annex B Ice Class Draught Marking

A. Ice Class Draught Marking of GL .............................................................................................. B- 1
I - Part 6 Section 1 B General, Definitions Chapter 1
GL 2012 Page 1–1

Section 1

General, Definitions

Note mobile offshore drilling units and other offshore in-

Passages printed in italics generally contain recom- stallations, including those employed in the search for
mendations and notes which are not part of the Clas- and recovery of hydrocarbons from the sea-bed.
sification Rules. Requirements quoted in extracts of Well Stimulation Vessels are Offshore Service Ves-
statutory regulations, which are mandatory besides sels specially designed, built and equipped for stimu-
Classification, may also be printed in italics. lation of wells for production of oil and/or gas.
Fire Fighting Ships are ships specially designed, built,
A. Validity, Equivalence and equipped for fighting fires aboard ships and off-
These Rules apply to ships intended for offshore sup- shore installations.
port and supply, offshore towing, well stimulation, Standby Vessels are ships specially designed, built,
and other specialized offshore services. and equipped for standby and rescue services to off-
An Offshore Service Vessel means a vessel which is shore installations.
primarily engaged in the transport of store, materials Wind Turbine Installation Ships are ships primarily
and equipment to offshore installations as well as off- engaged in construction and maintenance of offshore
shore construction and which is usually designed with wind energy plants and related equipment and systems.
accommodation and bridge erections in the forward
part of the vessel and an exposed cargo deck in the
after part for the handling of cargo at sea. B. Class Notation
Offshore Service Vessel comprise ships that are often
named Offshore Supply Vessel and Platform Supply 1. The Notation OFFSHORE SERVICE VES-
Vessel. The requirements of Sections 1 to 23 and 25 SEL is to be assigned to ships designed for support
apply to this kind of vessel. service to offshore installations and built to applicable
requirements of this Section and other relevant Sec-
The specialized offshore services can be subdivided into: tions of these Rules. At the request of the owner, ships
A Special Purpose Ship means a mechanically self-pro- having functional equipment as required below may
pelled ship of not less than 500 gross tonnage which, be assigned an additional notation as follows:
by reason of its function, carries on board more than
12 special personnel, including passengers i.e. persons Additional
Services Requirements
who are specially needed for the particular operational Notation
duties of the ship and are carried in addition to those Carrying hazardous
persons required for the normal navigation, engineer- HNLS and noxious liquid Section 26
ing and maintenance of the ship or engaged to provide substances
services for the persons carried on board.
AH Anchor handling Section 27
Towing Ships means Offshore Service Vessels, that
are equipped for towing operations. TOW Towing Section 27
TVS-ST, TVS-U, Towing vessel
Anchor handling vessels are vessels that supply oil Section 27
TVS-C, TVS-R1 approvability scheme 1
rigs, tow them to location and anchor them up.
WSV Well stimulation Section 28
Note
FF(x) Fire fighting Section 29
AH differ from Offshore Service Vessels in being fitted with
winches for towing and anchor handling, having an open STANDBY Standby and rescue Section 30
stern to allow the decking of anchors, and having more Oil recovery and
OR Section 31
power to increase the bollard pull. The machinery is spe- transportation
cifically designed for anchor handling operations. They
also have arrangements for quick anchor release, which Chemical recovery Section 32
CR
and transportation
is operable from the bridge or other normally manned
location in direct communication with the bridge. SPS Special Purpose Section 33
Service vessels for carrying hazardous and noxious Wind turbine
liquid substance are Offshore Service Vessels which WTIS installation and Section 34
transport limited quantities of hazardous and noxious maintenance support
liquid substances in bulk identified in Section 26 for 1 Requirements for each of the categories according to the Guide-
the servicing and resupplying of offshore platforms, lines for the Approval of Towing Vessels of GL Noble Denton
Chapter 1 Section 1 E General, Definitions
Page 1–2
C. Accessibility
All parts of the hull are to be accessible for survey and
maintenance.
D. Stability
1. General
Ships with a length of 24 m and above will be assigned
Class only after it has been demonstrated that their
intact stability is adequate for the service intended.
Adequate intact stability means compliance with stan-
dards laid down by the relevant Administration. GL
reserve the right to deviate there from, if required for
special reasons, taking into account the ships' size and
type. The level of intact stability for ships of all sizes
in any case should not be less than that provided by
the International Code on Intact Stability (2008 IS
Code), unless special operational restrictions reflected
in the class notation render this possible.
Special attention is to be paid to the effect of free
surfaces of liquids in partly filled tanks. Special pre-
cautions shall be taken for tanks which, due to the
geometry, may have excessive free surface moments,
thus jeopardizing the initial stability of the vessel, e.g.
tanks in the double bottom reaching from side to side.
In general such tanks shall be avoided.
Evidence of approval by the competent Administra-
tion concerned may be accepted for the purpose of
classification.
The above provisions do not affect any intact stability
requirements resulting from damage stability calcula-
tions, e.g. for ships to which the symbol  is assigned.
2. Ships with proven damage stability
Ships with proven damage stability will be assigned
the symbol .
3. Anti-heeling devices
3.1 If tanks are used as anti-heeling devices,
effects of maximum possible tank moments on intact
stability are to be checked. A respective proof has to
be carried out for several draughts and taking maxi-
mum allowable centres of gravity resulting from the
stability limit curve as a basis. In general the heeling
angle shall not be more than 10°.
3.2 If the ship heels more than 10°, the GL Rules
for Machinery Installations (I-1-2), Section 11, P.1.4
have to be observed.
3.3 All devices have to comply with the GL
Rules for Electrical Installations (I-1-3), Section 7, G.
3.4 For reduction of static heel or trim see also GL
Rules for Machinery and Systems (I-6-2), Section 17, B.2.
I - Part 6
GL 2012
E. Vibrations and Noise
Note
1. Mechanical vibrations
Operating conditions which are encountered most
frequently should be kept free as far as possible from
resonance vibrations of the ship hull and individual
structural components. Therefore, the exciting forces
coming from the propulsion plant and pressure fluc-
tuations should be limited as far as possible. Beside
the selection of the propulsion units particular atten-
tion is to be given to the ship's lines including the
stern post, as well as to the minimisation of possible
cavitation. In the shaping of the bow it should be kept
in mind that a large flare above the waterline will not
only cause very high local slamming pressures, but
will also excite increasingly whipping vibrations of the
ship's hull. If critical excitation loads cannot be elimi-
nated, appropriate measures are to be taken on the
basis of theoretical investigations at an early design
stage.
For example, the risk of large global and local struc-
tural vibrations can be minimized by a global or local
vibration analysis, respectively, to be conducted dur-
ing the steel structures design phase.
Limit values for vibrations aboard ships may be as-
sessed under several aspects. If the application of
other national or international rules or standards is
not mandatory, the following guidelines and regula-
tions are recommended:
vibration load to the crew:
– measurement and analysis techniques:
according to ISO 6954, ed. 2000
– limit values:
according to ISO 6954, depending on ship type
and location within the ship 1
– ships flying the German Flag:
Guidelines of the Accident Prevention Regula-
tions of See-Berufsgenossenschaft
– vibrations of machinery, installations and other
equipment:
GL Rules for Machinery and Systems (I-6-2)
Section 1
2. Noise
Suitable precautions are to be taken to keep noises as
low as possible particularly in the crew's quarters, work-
ing spaces, special personnel accommodation, etc.
Attention is drawn to regulations concerning noise
level limitations, if any, of the flag administration.
1 The GL Service Group Vibration is ready to provide support to
this activity.
I - Part 6 Section 1 F General, Definitions
GL 2012
F. Documents for Approval
1. To ensure conformity with the Rules the fol-
lowing drawings and documents 2 are to be submitted
to GL showing the arrangement and the scantlings of
structural members. To facilitate a smooth and effi-
cient approval process they shall be submitted elec-
tronically via GLOBE 3. In specific cases and follow-
ing prior agreement with GL they can also be submit-
ted in paper form in triplicate.
1.1 Midship section
The cross sectional plans (midship section, other typical
sections) shall contain all necessary data on the scant-
lings of the longitudinal and transverse hull structure
as well as details of anchor and mooring equipment.
1.2 Longitudinal section
The plan of longitudinal sections shall contain all neces-
sary details on the scantlings of the longitudinal and
transverse hull structure and on the location of the water-
tight bulkheads and the deck supporting structures, the
arrangement of superstructures and deck houses, as well
as supporting structures of cargo masts, cranes, etc.
1.3 Decks
Plans of the decks showing the scantlings of the deck
structures, length and breadth of hatches, openings
above the engine room, and other deck openings. On
each deck, it has to be stated which deck load caused
by cargo is to be assumed in determining the scant-
lings of the decks and their supports.
1.4 Shell
Drawings of shell expansion, containing full details on
the location and size of the openings and drawings of
the sea chests.
1.5 Ice strengthening
The drawings listed in 1.1 – 1.4, 1.6, 1.7 and 1.9 shall
contain all necessary details on ice strengthening.
1.6 Bulkheads
Drawings of the transverse, longitudinal and wash bulk-
heads and of all tank boundaries, with details on densi-
ties of liquids, heights of overflow pipes and set pres-
sures of the pressure or vacuum relief valves (if any).
1.7 Bottom structure
1.7.1 Drawings of single and double bottom show-
ing the arrangement of the transverse and longitudinal
girders as well as the water and oiltight subdivision of
the double bottom.
2 A detailed list of documents to be submitted for approval will
be provided with the order confirmation and upon request.
3 Detailed information about the secured GL system GLOBE
can be found on GL's website www.gl-group.com/globe.
Chapter 1
Page 1–3
1.7.2 Docking plan and docking calculation accord-
ing to Section 8, G. are to be submitted.
1.8 Engine and boiler seatings
Drawings of the engine and boiler seatings, the bottom
structure under the seatings and of the transverse
structures in the engine room, with details on fastening
of the engine foundation plate to the seating, as well as
type and output of engine.
1.9 Stem and stern post, and rudder
Drawings of stem and stern post, of rudder, including
rudder support. The rudder drawings shall contain
details on the ship's speed, the bearing materials to be
employed, and the ice strengthening.
Drawings of propeller brackets and shaft exits.
1.10 Longitudinal strength
All necessary documents for the calculation of bend-
ing moments and shear forces. This includes the mass
distribution for the envisaged loading conditions and
the distribution of section moduli and moduli of iner-
tia over the ship's length.
Loading Guidance Information according to Section 5,
A.4.
1.11 Materials
The drawings mentioned in 1.1 – 1.10 and 1.15 shall
contain details on the hull materials (e.g. hull struc-
tural steel grades, standards, material numbers).
Where higher tensile steels or materials other than
ordinary hull structural steels are used, drawings for
possible repairs have to be placed on board.
1.12 Weld joints
The drawings listed in 1.1 – 1.9 and 1.15 shall contain
details on the welded joints e.g. weld shapes and di-
mensions and weld quality. For the relevant data for
manufacturing and testing of welded joints see Rules
for Welding.
1.13 Lashing and stowage devices
Drawings containing details on stowage and lashing of
cargo incl. cargo rails and stowracks, if applicable.
In the drawings the location of the connections and the
appropriate substructures at the ship shall be shown in
detail.
Drawings containing separate cargo tanks and their
foundations.
1.14 Substructures
Drawings of substructures below steering gears, wind-
lasses chain stoppers and operational equipment as
well as masts and boat davits together with details on
loads to be transmitted into structural elements.
Chapter 1 Section 1 G General, Definitions
Page 1–4
1.15 Closing condition
For assessing the closing condition, details on closing
appliances of all openings on the open deck in position
1 and 2 according to ICLL and in the shell, i.e.
hatchways, cargo ports, doors, windows and side scut-
tles, ventilators, erection openings, manholes, sanitary
discharges and scuppers.
1.16 Watertight Integrity
Drawings containing the main- and local internal
subdivision of the hull. Information about arrange-
ments of watertight longitudinal- and transverse bulk-
heads, cargo hold entrances, air ventilation ducts,
down- and crossflooding arrangements.
Drawings showing the external openings and the clos-
ing devices thereof.
Drawings showing the watertight subdivision as well
as internal openings and the closing devices thereof.
The Arrangement of windows and deadlights, includ-
ing, where applicable, information on type of glass.
1.17 Intact stability
Analysis of an inclining experiment to be performed
upon completion of newbuildings and/or conversions,
for determining the light ship data.
Intact stability particulars containing all information
required for calculation of stability in different loading
conditions. For initial assignment of class to new-
buildings preliminary particulars will be acceptable.
Stability booklet according to Section 23.
1.18 Damage stability
Damage stability particulars containing all information
required for establishing unequivocal condition for
intact stability. A damage control plan with details on
watertight subdivision, closable openings in watertight
bulkheads as well as cross flooding arrangements and
discharge openings. The plan shall contain all data
essential for maintaining the survival capability.
1.19 Structural fire protection
In addition to the fire control and safety plan also
drawings of the arrangement of divisions (insulation,
A-, B- and C-divisions) including information regard-
ing GL-approval number.
Drawings of air conditioning and ventilation plants.
1.20 Special particulars for examination
1.20.1 For ships constructed for special purposes, draw-
ings and particulars of those parts, examination of which
is necessary for judging the vessel's strength and safety.
1.20.2 Additional documents and drawings may be
required, if deemed necessary.
1.20.3 Any deviations from approved drawings are
subject to approval before work is commenced.
I - Part 6
GL 2012
G. Definitions
1. General
Unless otherwise mentioned, the dimensions accord-
ing to 2. and 3. are to be inserted [m] into the formulae
stated in the following Sections.
2. Principal dimensions
2.1 Length L
The length L is the distance in metres on the summer
load waterline from the fore side of the stem to the
centre of the rudder stock. L is not to be less than
96 % and need not be greater than 97 % of the ex-
treme length of the summer load waterline. In ships
with unusual stern and bow arrangement, the length L
will be specially considered.
2.2 Length Lc (according to ICLL, MARPOL
73/78, IBC-Code and IGC-Code)
The length Lc is to be taken as 96 % of the total length
on a waterline at 85 % of the least moulded depth Hc
measured from the top of the keel, or as the length from
the fore side of the stem to the axis of the rudder stock
on that waterline, if that be greater. In ships designed
with a rake of keel the waterline on which this length is
measured shall be parallel to the designed waterline.
For the definition of the least moulded depth Hc see
ICLL, Annex I, Chapter I, Regulation 3 (5).
2.3 Forward perpendicular F.P.
The forward perpendicular coincides with the foreside
of the stem on the waterline on which the respective
length L or Lc is measured.
2.4 Breadth B
The breadth B is the greatest moulded breadth of the ship.
2.5 Depth H
The depth H is the vertical distance, at the middle of
the length L, from the base line to top of the deck
beam at side on the uppermost continuous deck.
In way of effective superstructures the depth is to be
measured up to the superstructure deck for determin-
ing the ship's scantlings.
2.6 Draught T
The draught T is the vertical distance at the middle of
the length L from base line to freeboard marking for
summer load waterline.
3. Frame spacing a
The frame spacing a will be measured from moulding
edge to moulding edge of frame.
I - Part 6 Section 1 H General, Definitions Chapter 1
GL 2012 Page 1–5

4. Block coefficient CB Pos. 2 – on exposed superstructure decks aft of the

forward quarter of Lc located at least one
Moulded block coefficient at load draught T, based on standard height of superstructure above
length L. the freeboard deck
moulded volume of displacement [m3 ] at T – on exposed superstructure decks within the
CB = forward quarter of Lc located at least two
L⋅B⋅T
standard heights of superstructure above
the freeboard deck
5. Ship's speed v0
Maximum service speed [kn], which the ship is de- 7. Material properties
signed to maintain at the summer load line draught
and at the propeller RPM corresponding to MCR 7.1 Yield strength ReH
(maximum continuous rating). The yield strength ReH [N/mm2] of the material is
In case of controllable pitch propellers the speed v0 is defined as the nominal upper yield point. In case of
to be determined on the basis of maximum pitch. materials without a marked yield point, the proof
stress Rp is to be used instead. See also Section 2, D.
6. Definition of decks and E. and GL Rules Principles and Test Procedures
(II-1-1), Section 2, D.
6.1 Bulkhead deck
7.2 Tensile strength Rm
Bulkhead deck is the deck up to which the watertight
bulkheads are carried. Rm [N/mm2] is the minimum tensile strength of the
material. See also GL Rules Principles and Test Pro-
6.2 Freeboard deck cedures (II-1-1), Section 2, D.
Freeboard deck is the deck upon which the freeboard 7.3 Proof stress Rp
calculation is based.
The proof stress Rp [N/mm2] is the stress that will
6.3 Strength deck cause a specified permanent extension of a specimen
of a tensile test. The specified permanent extension is
Strength deck is the deck or the parts of a deck which denoted in the index.
form the upper flange of the effective longitudinal
structure. Rp0,2 = 0,2 % proof stress

6.4 Weather deck Rp1,0 = 1,0 % proof stress

All free decks and parts of decks exposed to the sea See also GL Rules Principles and Test Procedures (II-
are defined as weather deck. 1-1), Section 2, D.

6.5 Lower decks 7.4 Young's modulus E

Starting from the first deck below the uppermost con-
tinuous deck, the decks are defined as 2nd, 3rd deck, etc.
6.6 Superstructure decks
The superstructure decks situated immediately above
the uppermost continuous deck are termed forecastle
deck, bridge deck and poop deck. Superstructure decks
above the bridge deck are termed 2nd, 3rd superstruc-
ture deck, etc.
6.7 Position of hatchways, doorways and ven-
tilators
For the arrangement of hatches, doors and ventilators
the following areas are defined:
Pos. 1 – on exposed freeboard decks
– on raised quarter decks
– on the first exposed superstructure deck
above the freeboard deck within the for-
ward quarter of Lc
The Young's modulus E [N/mm2] is to be set to:
E = 2,06 ⋅ 105 N/mm2 for mild and higher strength
structural steels
= 0,69 ⋅ 105 N/mm2 for aluminium alloys
H. International Conventions and Codes
Where reference is made of international Conventions
and Codes these are defined as follows:
1. ICLL
International Convention on Load Lines, 1966, as
amended.
2. MARPOL
International Convention for the Prevention of Pollu-
tion from Ships, 1973 including the 1978 Protocol as
amended.
Chapter 1 Section 1 K General, Definitions I - Part 6
Page 1–6 GL 2012

3. SOLAS 2. General programs

International Convention for the Safety of Life at Sea,
1974, as amended.
4. IBC-Code
International Code for the Construction and Equip-
ment of Ships Carrying Dangerous Chemicals in Bulk
as amended.
5. IS-Code
International Code on Intact Stability for all Types of
Ships covered by IMO Instruments
I. Rounding-Off Tolerances
Where in determining plate thicknesses in accordance
with the provisions of the following Sections the fig-
ures differ from full or half mm, they may be rounded
off to full or half millimetres up to 0,2 or 0,7; above
0,2 or 0,7 mm they are to be rounded up.
If plate thicknesses are not rounded the calculated
required thicknesses shall be shown in the drawings.
The section moduli of profiles usual in the trade and
including the effective width according to Section 3,
E. and F. may be 3 % less than the required values
according to the following rules for dimensioning.
J. Regulations of National Administrations
For the convenience of the user of these Rules several
Sections contain for guidance references to such regu-
lations of national administrations, which deviate from
the respective rule requirements of this Society but
which may have effect on scantlings and construction.
These references have been specially marked.
Compliance with these regulations of national admini-
strations is not conditional for class assignment.
2.1 The choice of computer programs according
to "State of the Art" is free. The programs may be
checked by GL through comparative calculations with
predefined test examples. A generally valid approval
for a computer program is, however, not given by GL.
2.2 Direct calculations may be used in the fol-
lowing fields
– global strength
– longitudinal strength
– beams and grillages
– detailed strength
2.3 For such calculation the computer model, the
boundary condition and load cases are to be agreed
upon with GL. The calculation documents are to be
submitted including input and output. During the ex-
amination it may prove necessary that GL perform
independent comparative calculations.
2.4 GL is prepared to carry out the following
calculations of this kind within the marine advisory
services:
2.4.1 Strength
Linear and/or non-linear strength calculations with the
FE-method:
For an automated performance of these calculations, a
number of effective pre- and post processing pro-
grammes is at disposal:
– calculation of seaway loads as per modified strip
method or by 3 D-panel method
– calculation of resultant accelerations to ensure
quasi-static equilibrium
– calculation of composite structures
– evaluation of deformations, stresses, buckling
behaviour, ultimate strength and local stresses,
assessment of fatigue strength

2.4.2 Vibrations
K. Computer Programs
Calculation of free vibrations with the FE-method as
well as forced vibrations due to harmonic or shock
1. General excitation:
– global vibrations of hull, aft ship, deckhouse,
1.1 In order to increase the flexibility in the etc.
structural design of ships GL also accepts direct calcu-
lations with computer programs. The aim of such – vibrations of major local components, such as
analyses should be the proof of equivalence of a de- rudders, radar masts, etc.
sign with the rule requirements.
– local vibrations of plate fields, stiffeners and
panels
1.2 Direct calculations may also be used in order
to optimise a design; in this case only the final results – vibrations of simply or double-elastically
are to be submitted for examination. mounted aggregates
I - Part 6 Section 1 L General, Definitions
GL 2012
A number of pre- and post processing programs
is available here as well for effective analyses:
– calculation of engine excitation forces/mo-
ments
– calculation of propeller excitation forces
(pressure fluctuations and shaft bearing reac-
tions)
– calculation of hydrodynamic masses
– graphic evaluation of amplitude level as per
ISO 6954 recommendations or as per any
other standard
– noise predictions
3. Specific programs related to Rules
3.1 General
GL has developed the computer program "POSEI-
DON" as an aid to fast and reliable dimensioning a
hull's structural members according to GL Rules, and
for direct strength calculations.
3.2 POSEIDON
POSEIDON includes both the traditional dimension-
ing as well as the automatic optimisation of scantlings
by means of direct calculations according to the FE-
method.
POSEIDON is supported on PCs by Microsoft Windows
, and a hotline has been set up to assist users. Further
information is available via the GL-homepage, at in-
spection offices world-wide and at GL Head Office.
3.3 GL RULES and Programs
GLRP is available on CD-ROM. It includes the word-
ing of GL-Rules and an elementary program for di-
mensioning the structural members of the hull.
GLRP can be used together with POSEIDON.
L. Workmanship
1. General
1.1 Requirements to be complied with by the
manufacturer
1.1.1 The manufacturing plant shall be provided
with suitable equipment and facilities to enable proper
handling of the materials, manufacturing processes,
structural components, etc. GL reserve the right to
inspect the plant accordingly or to restrict the scope of
manufacture to the potential available at the plant.
1.1.2 The manufacturing plant shall have at its dis-
posal sufficiently qualified personnel. GL is to be ad-
vised of the names and areas of responsibility of all
supervisory and control personnel. GL reserve the right
to require proof of qualification.
Chapter 1
Page 1–7
1.2 Quality control
1.2.1 As far as required and expedient, the manu-
facturer's personnel has to examine all structural com-
ponents both during manufacture and on completion,
to ensure that they are complete, that the dimensions
are correct and that workmanship is satisfactory and
meets the standard of good shipbuilding practice.
1.2.2 Upon inspection and corrections by the
manufacturing plant, the structural components are to
be shown to the GL Surveyor for inspection, in suit-
able sections, normally in unpainted condition and
enabling proper access for inspection.
1.2.3 The Surveyor may reject components that
have not been adequately checked by the plant and may
demand their re-submission upon successful comple-
tion of such checks and corrections by the plant.
2. Structural details
2.1 Details in manufacturing documents
2.1.1 All significant details concerning quality and
functional ability of the component concerned shall be
entered in the manufacturing documents (workshop
drawings, etc.). This includes not only scantlings but
- where relevant - such items as surface conditions
(e.g. finishing of flame cut edges and weld seams),
and special methods of manufacture involved as well
as inspection and acceptance requirements and where
relevant permissible tolerances. So far as for this aim a
standard shall be used (works or national standard etc.)
it shall be harmonized with GL. This standard shall be
based on the IACS Recommendation 47 Shipbuilding
and Repair Quality Standard for New Construction.
For weld joint details, see Section 19, A.1.
2.1.2 If, due to missing or insufficient details in the
manufacturing documents, the quality or functional
ability of the component cannot be guaranteed or is
doubtful, GL may require appropriate improvements.
This includes the provision of supplementary or addi-
tional parts (for example reinforcements) even if these
were not required at the time of plan approval or if - as
a result of insufficient detailing - such requirement
was not obvious.
2.2 Cut-outs, plate edges
2.2.1 The free edges (cut surfaces) of cut-outs,
hatch corners, etc. are to be properly prepared and are
to be free from notches. As a general rule, cutting drag
lines, etc. shall not be welded out, but are to be
smoothly ground. All edges should be broken or in
cases of highly stressed parts, should be rounded off.
2.2.2 Free edges on flame or machine cut plates or
flanges are not to be sharp cornered and are to be
finished off as laid down in 2.2.1 This also applies to
cutting drag lines, etc., in particular to the upper edge
of sheer strake and analogously to weld joints,
changes in sectional areas or similar discontinuities.
Chapter 1 Section 1 L General, Definitions
Page 1–8
2.3 Cold forming
2.3.1 For cold forming (bending, flanging, bead-
ing) of plates the minimum average bending radius
shall not fall short of 3 t (t = plate thickness) and shall
be at least 2 t. Regarding the welding of cold formed
areas, see Section 19, B.2.6.
2.3.2 In order to prevent cracking, flame cutting
flash or sheering burrs shall be removed before cold
forming. After cold forming all structural components
and, in particular, the ends of bends (plate edges) are
to be examined for cracks. Except in cases where edge
cracks are negligible, all cracked components are to be
rejected. Repair welding is not permissible.
2.4 Assembly, alignment
2.4.1 The use of excessive force is to be avoided
during the assembly of individual structural compo-
I - Part 6
GL 2012
nents or during the erection of sections. As far as
possible major distortions of individual structural
components should be corrected before further assem-
bly.
2.4.2 Girders, beams, stiffeners, frames, etc. that
are interrupted by bulkheads, decks, etc. shall be accu-
rately aligned. In the case of critical components,
control drillings are to be made where necessary,
which are then to be welded up again on completion.
2.4.3 After completion of welding, straightening
and aligning shall be carried out in such a manner that
the material properties will not be influenced signifi-
cantly. In case of doubt, GL may require a procedure
test or a working test to be carried out.
3. Corrosion protection
Section 25 is to be noticed.
I - Part 6 Section 2 B Materials Chapter 1
GL 2012 Page 2–1

Section 2

Materials

A. General Table 2.1 Material factor k

1. All materials to be used for the structural ReH [N/mm2] k

members indicated in the Construction Rules are to be
in accordance with Rules II – Materials and Welding,
Part 1 – Metallic Materials. Materials the properties of 315 0,78
which deviate from these Rule requirements may only 355 0,72
be used upon special approval.
390 0,66

For higher strength hull structural steel with other

B. Hull Structural Steel for Plates and Sec- yield strengths up to 390 N/mm2, the material factor k
tions may be determined by the following formula:

1. Normal strength hull structural steel 295

k =
R eH + 60
1.1 Normal strength hull structural steel is a hull
structural steel with a yield strength ReH of
235 N/mm2 and a tensile strength Rm of 400 – Note
520 N/mm2. Especially when higher strength hull structural steels
are used, limitation of permissible stresses due to
1.2 The material factor k in the formulae of the buckling and fatigue strength criteria may be re-
following Sections is to be taken 1,0 for normal quired.
strength hull structural steel.
2.2 Higher strength hull structural steel is
1.3 Normal strength hull structural steel is grouped into the following grades, which differ from
grouped into the grades GL–A, GL–B, GL–D, GL–E, each other in their toughness properties:
which differ from each other in their toughness prop-
erties. For the application of the individual grades for GL–A 32/36/40
the hull structural members, see 3.
GL–D 32/36/40
1.4 If for special structures the use of steels with GL–E 32/36/40
yield properties less than 235 N/mm2 has been ac-
cepted, the material factor k is to be determined by: GL–F 32/36/40

235 In Table 2.7 the grades of the higher strength hull

k =
R eH structural steels are marked by the letter "H".

2.3 Where structural members are completely or

2. Higher strength hull structural steels
2.1 Higher strength hull structural steel is a hull
structural steel, the yield and tensile properties of
which exceed those of normal strength hull structural
steel. According to the Rules II – Materials and Weld-
ing, Part 1 – Metallic Materials, for three groups of
higher strength hull structural steels the yield strength
ReH has been fixed at 315, 355 and 390 N/mm2 re-
spectively. Where higher strength hull structural steel
is used, for scantling purposes the values in Table 2.1
are to be used for the material factor k mentioned in
the various Sections:
partly made from higher strength hull structural steel,
a suitable Notation will be entered into the ship's cer-
tificate.
2.4 In the drawings submitted for approval it is to
be shown which structural members are made of
higher strength hull structural steel. These drawings
are to be placed on board in case any repairs are to be
carried out.
2.5 Regarding welding of higher strength hull
structural steel, see Rules II – Materials and Welding,
Part 3 – Welding.
Chapter 1 Section 2 B Materials I - Part 6
Page 2–2 GL 2012

3. Material selection for the hull material classes and grades specified in Table 2.2 to
Table 2.6. General requirements are given in Table
3.1 Material classes 2.2, while additional minimum requirements for ships
with length exceeding 150 m and ships with ice
For the material selection for hull structural members strengthening are given in Table 2.3 and 2.4. The
material classes as given in Table 2.2 are defined. material grade requirements for hull members of each
class depending on the thickness are defined in Table
3.2 Material selection for longitudinal struc- 2.6.
tural members
For structural members not specifically mentioned in
Materials in the various strength members are not to Table 2.2, grade A/AH material may generally be
be of lower grade than those corresponding to the used.

Table 2.2 Material classes and grades for ships in general

Structural member category Material class / grade

Secondary:
A1. Longitudinal bulkhead strakes, other than that be- – Class I within 0,4 L amidships
longing to the Primary category – Grade A/AH outside 0,4 L amidships
A2. Deck plating exposed to weather, other than that
belonging to the Primary or Special category
A3. Side plating
Primary:
B1. Bottom plating, including keel plate – Class II within 0,4 L amidships
B2. Strength deck plating, excluding that belonging to – Grade A/AH outside 0,4 L amidships
the Special category
B3. Continuous longitudinal members above strength
deck, excluding hatch coamings
B4. Uppermost strake in longitudinal bulkhead
B5. Vertical strake (hatch side girder) and uppermost
sloped strake in top wing tank
Special:
C1. Sheer strake at strength deck 1 – Class III within 0,4 L amidships
C2. Stringer plate in strength deck 1 – Class II outside 0,4 L amidships
C3. Deck strake at longitudinal bulkhead, excluding deck – Class I outside 0,6 L amidships
plating in way of inner-skin bulkhead of double-hull
ships 1
C6. Bilge strake in ships with double bottom over the – Class II within 0,6 L amidships
full breadth and length less than 150 m 1 – Class I outside 0,6 L amidships
C7. Bilge strake in other ships 1 – Class III within 0,4 L amidships
– Class II outside 0,4 L amidships
– Class I outside 0,6 L amidships
1 Single strakes required to be of Class III within 0,4 L amidships are to have breadths not less than 800 + 5 L [mm] need not be greater
than 1800 mm, unless limited by the geometry of the ship's design.

Table 2.3 Minimum material grades for ships with length exceeding 150 m and single strength deck

Structural member category Material grade

Longitudinal strength members of strength deck plating Grade B/AH within 0,4 L amidships

Continuous longitudinal strength members above strength

Grade B/AH within 0,4 L amidships
deck
Single side strakes for ships without inner continuous
longitudinal bulkhead(s) between bottom and the strength Grade B/AH within cargo region
deck
I - Part 6 Section 2 B Materials Chapter 1
GL 2012 Page 2–3

Table 2.4 Minimum material grades for ships with ice strengthening

Structural member category Material grade

Shell strakes in way of ice strengthening area for plates Grade B/AH

Table 2.5 Minimum material grades in the area of crane columns and foundations

> 12,5 > 25 > 70

Thickness t [mm]
≤ 12,5 ≤ 25 ≤ 70

Minimum material grade A/AH B/AH D/DH E/EH

The requirements for material grades are valid for design temperatures up to 0 °C. For lower design temperatures the requirements for
material grades defined in GL Rules for Loading Gear on Seagoing Ships and Offshore Installations (VI-2-2) are to be considered.

Table 2.6 Steel grades to be used, depending on plate thickness and material class

Thickness t [mm] 1 > 15 > 20 > 25 > 30 > 35 > 40 > 50

Material class ≤ 15 ≤ 20 ≤ 25 ≤ 30 ≤ 35 ≤ 40 ≤ 50 ≤ 100 3

I A/AH A/AH A/AH A/AH B/AH B/AH D/DH D/DH 2

II A/AH A/AH B/AH D/DH D/DH 4 D/DH 4 E/EH E/EH
III A/AH B/AH D/DH D/DH 4 E/EH E/EH E/EH E/EH
1 Actual thickness of the structural member.
2 For thicknesses t > 60 mm E/EH.
3 For thicknesses > 100 mm the steel grade is to be agreed with GL.
4 For yield strength ReH ≥ 390 N/mm 2 EH.

3.3 Material selection for local structural Table 2.7 Material selection for local structural
members members

3.3.1 The material selection for local structural Structural member Material class
members, which are not part of the longitudinal hull
structure, may in general be effected according to hawse pipe, stern tube, pipe stan-
Table 2.7. For parts made of forged steel or cast steel I
chion
C. is to be applied.
hatch covers I
3.3.2 Rudder body plates, which are subjected to
face plates and webs of girder
stress concentrations (e.g. in way of lower support of II 1
semi-spade rudders), are to be of class III material. systems

rudder body 2, rudder horn, sole

3.3.3 For topplates of machinery foundations lo- piece, stern frame, propeller II
cated outside 0,6 L amidships, grade A ordinary hull bracket, trunk pipe
structural steel may also be used for thicknesses above
40 mm. 1 Cla ss I material sufficient, where rolled sections are used or
the parts are machine cut from plates with condition on de-
livery of either "normalised", "rolled normalised" or "rolled
For members not specifically mentioned normally thermo-mechanical".
grade A/AH may be used. However, GL may require 2 See 3.3.2.
also higher grades depending on the stress level.
Chapter 1 Section 2 B Materials I - Part 6
Page 2–4 GL 2012

3.4 Material selection for structural members
which are exposed to low temperatures
3.4.1 The material selection for structural mem-
bers, which are continuously exposed to temperatures
below 0 °C, e.g. in or adjacent to refrigerated cargo
holds, is governed by the design temperature of the
structural members. The design temperature is the
temperature determined by means of a temperature
distribution calculation taking into account the design
environmental temperatures. The design environ-
mental temperatures for unrestricted service are:
air: + 5 °C
sea water: 0 °C
3.4.2 For ships intended to operate permanently in
areas with low air temperatures (below and including
– 20 °C), e.g. regular service during winter seasons to
Arctic or Antarctic waters, the materials in exposed
structures are to be selected based on the design tem-
perature tD, to be taken as defined in 3.4.5.
Materials in the various strength members above the
lowest ballast water line (BWL) exposed to air are not
to be of lower grades than those corresponding to clas-
ses I, II and III, as given in Table 2.8, depending on
the categories of structural members (Secondary,
Primary and Special). For non-exposed structures and
structures below the lowest ballast water line, see 3.2
and 3.3.
3.4.3 The material grade requirements of each
material class depending on thickness and design tem-
perature are defined in Table 2.9. For design tempera-
tures tD < – 55 °C, materials are to be specially con-
sidered.
3.4.4 Single strakes required to be of class III or of
grade E/EH or FH are to have breadths not less than
800 + 5 ⋅ L [mm], maximum 1 800 mm.
Plating materials for stern frames, rudder horns, rud-
ders and shaft brackets are not to be of lower grades
than those corresponding to the material classes given
in 3.3.

Table 2.8 Material classes and grades for structures exposed to low temperatures

Material class
Structural member category
Within 0,4 L Outside 0,4 L
amidships amidships

Secondary:
Deck plating exposed to weather, in general
3 I I
Side plating above BWL
Transverse bulkheads above BWL 3

Primary:
Strength deck plating 1

Continuous longitudinal members above strength deck, excluding

longitudinal hatch coamings II I

Longitudinal bulkhead above BWL 3

Top wing tank plating above BWL 3

Special:
Sheer strake at strength deck
Stringer plate in strength deck III II
Deck strake at longitudinal bulkhead
Continuous longitudinal hatch coamings 2

1 Plating at corners of large hatch openings to be specially considered. Class III or grade E/EH to be applied in positions where high local
stresses may occur.
2 Not to be less than grade D/DH
3 BWL = ballast water line.
I - Part 6 Section 2 B Materials Chapter 1
GL 2012 Page 2–5

Table 2.9 Material grade requirements for classes I, II and III at low temperature

Class I

tD tD tD tD
Plate thickness – 20 °C to – 25 °C – 26 °C to – 35 °C – 36 °C to – 45 °C – 46 °C to – 55 °C
[mm] normal higher normal higher normal higher normal higher
strength strength strength strength strength strength strength strength
t ≤ 10 A AH B AH D DH D DH
10 < t ≤ 15 B AH D DH D DH D DH
15 < t ≤ 20 B AH D DH D DH E EH
20 < t ≤ 25 D DH D DH D DH E EH
25 < t ≤ 30 D DH D DH E EH E EH
30 < t ≤ 35 D DH D DH E EH E EH
35 < t ≤ 45 D DH E EH E EH FH
45 < t ≤ 50 E EH E EH FH FH

Class II

tD tD tD tD
Plate thickness – 20 °C to – 25 °C – 26 °C to – 35 °C – 36 °C to – 45 °C – 46 °C to – 55 °C
[mm] normal higher normal higher normal higher normal higher
strength strength strength strength strength strength strength strength
t ≤ 10 B AH D DH D DH E EH
10 < t ≤ 20 D DH D DH E EH E EH
20 < t ≤ 30 D DH E EH E EH FH
30 < t ≤ 40 E EH E EH FH FH
40 < t ≤ 45 E EH FH FH
45 < t ≤ 50 E EH FH FH

Class III

tD tD tD tD
Plate thickness – 20 °C to – 25 °C – 26 °C to – 35 °C – 36 °C to – 45 °C – 46 °C to – 55 °C
[mm] normal higher normal higher normal higher normal higher
strength strength strength strength strength strength strength strength
t ≤ 10 D DH D DH E EH E EH
10 < t ≤ 20 D DH E EH E EH FH
20 < t ≤ 25 E EH E EH FH FH
25 < t ≤ 30 E EH E EH FH FH
30 < t ≤ 35 E EH FH FH
35 < t ≤ 40 E EH FH FH
40 < t ≤ 50 FH FH
Chapter 1 Section 2 E Materials I - Part 6
Page 2–6 GL 2012

3.4.5 The design temperature tD is to be taken as C. Forged Steel and Cast Steel
the lowest mean daily average air temperature in the
area of operation, see Fig. 2.1. The following defini- Forged steel and cast steel for stem, stern frame, rud-
tions apply: der post as well as other structural components, which
are subject of this Rule, are to comply with the GL
– Mean: statistical mean over an observation Rules for Metallic Materials (II-1). The tensile
period of at least 20 years strength of forged steel and of cast steel is not to be
less than 400 N/mm2. While selecting forged steel and
– Average: average during one day and night cast steel toughness requirements and weldability shall
be considered beside the strength properties.
– Lowest: lowest during year

For seasonally restricted service the lowest expected

value within the period of operation applies. D. Aluminium Alloys

1. Where aluminium alloys, suitable for sea-

Mean daily maximum temperature water, as specified in the Rules for Materials and
Welding, are used for the construction of superstruc-
Mean daily average temperature tures, deckhouses, hatchway covers and similar parts,
the conversion from steel to aluminium scantlings is to
be carried out by using the material factor:

635
k AA =
R p0,2 + R m

For welded connections the respective values in

welded condition are to be taken. Where these figures
are not available, the respective values for the soft-
annealed condition are to be used.
Method of conversion:
− section modulus: WAA = WSt ⋅ k AA

− plate thickness : t AA = t St ⋅ k AA

2. The smaller Young's modulus E of elasticity

MAR

MAY

AUG

NOV

is to be taken into account when determining the buck-

OCT

DEC
APR
JAN

JUN
FEB

SEP
JUL

ling strength of structural elements subjected to com-

tD = design temperature pression. This is to be applied accordingly to structural
elements for which maximum allowable deflections
Mean daily minimum temperature have to be adhered to.

3. The conversion of the scantlings of the main

Fig. 2.1 Commonly used definitions of tempera- hull structural elements from steel into aluminium
tures alloy is to be specially considered taking into account
the smaller Young's modulus E of elasticity, as com-
pared with steel, and the fatigue strength aspects,
4. Structural members which are stressed in specifically those of the welded connections.
direction of their thickness

In case of high local stresses in the thickness direc-

tion, e.g. due to shrinkage stresses in single bevel or
double bevel T-joints with a large volume of weld
metal, steels with guaranteed material properties in the
thickness direction according to the GL Rules for
Steel and Iron Materials (II-1-2), Section 1, I. are to be
used.
E. Austenitic Steels
Where austenitic steels are applied having a ratio
Rp0,2/Rm ≤ 0,5, after special approval the 1 % proof
stress Rp1,0 may be used for scantling purposes instead
of the 0,2 % proof stress Rp0,2.
I - Part 6 Section 3 A Design Principles Chapter 1
GL 2012 Page 3–1

Section 3

Design Principles

A. General 3. Plate panels subjected to lateral pressure

The formulae for plate panels subjected to lateral

1. Scope pressure as given in the following Sections are based
on the assumption of an uncurved plate panel having
This Section contains definitions and general design an aspect ratio b/a ≥ 2,24.
criteria for hull structural elements as well as indica- For curved plate panels and/or plate panels having
tions concerning structural details.
aspect ratios smaller than b/a ≈ 2,24, the thickness
may be reduced as follows:
2. Permissible stresses and required sectional
properties t = C ⋅ a p ⋅ k f1 ⋅ f 2 + t K

In the following Sections permissible stresses have C = constant, e.g. C = 1,1 for tank plating
been stated in addition to the formulae for calculat-
ing the section moduli and cross sectional areas of a
f1 = 1 − ≥ 0, 75
webs of frames, beams, girders, stiffeners etc. and 2r
may be used when determining the scantlings of
those elements by means of direct strength calcula- 2
tions. ⎛a⎞
f2 = 1,1 − 0,5 ⎜ ⎟ ≤ 1, 0
⎝b⎠
The required section moduli and web areas are related
on principle to an axis which is parallel to the con- r = radius of curvature
nected plating.
a = smaller breadth of plate panel
For profiles usual in the trade and connected vertically b = larger breadth of plate panel
to the plating in general the appertaining sectional
properties are given in tables. p = applicable design load
tK = corrosion addition according to J.
Where webs of stiffeners and girders are not fitted
vertically to the plating (e.g. frames on the shell in The above does not apply to plate panels subjected to
the flaring fore body) the sectional properties (mo- ice pressure according to Section 15 and to longitudi-
ment of inertia, section modulus and shear area) have nally framed shell plating according to Section 6.
to be determined for an axis which is parallel to the
plating.
4. Stiffeners loaded by lateral pressure
For bulb profiles and flat bars the section modulus If stiffened plate panels are loaded by lateral pressure,
of the inclined profile including plating can be calcu- the load is transmitted partly direct and partly by
lated simply by multiplying the corresponding value the stiffeners to the girders. The corresponding load
for the vertically arranged profile by sinα where α distribution on the stiffeners is reflected by the fac-
is the smaller angle between web and attached plat- tor ma:
ing.
a ⎡ ⎛a⎞ ⎤
2
a
Note m a = 0, 204 ⎢ 4 − ⎜ ⎟ ⎥ , with ≤ 1
l ⎢ ⎝l⎠ ⎥ l
⎣ ⎦
For bulb profiles and flat bars α in general needs only
be taken into account where α is less than 75°.
5. Fatigue strength
Furthermore, with asymmetric profiles where addi- Where a fatigue strength analysis is required or will
tional stresses occur according to L. the required sec- be carried out for structures or structural details this
tion modulus is to be increased by the factor ksp de- shall be in accordance with the requirements of
pending on the type of profile, see L. Section 20.
Chapter 1 Section 3 C Design Principles I - Part 6
Page 3–2 GL 2012

B. Upper and Lower Hull Flange Instead of the true length of curved frames the length
of the chord between the supporting points can be
selected.
1. All continuous longitudinal structural mem-
bers up to zo below the strength deck at side and up to Shortening of the unsupported span due to brackets
zu above base line are considered to be the upper and and heel stiffeners is reflected by the factor mK:
lower hull flange respectively.
l KI + l KJ
2. Where the upper and/or the lower hull flange mK = 1−
103 ⋅ l
are made from normal strength hull structural steel
their vertical extent zo = zu equals 0,1 H.
lKI,lKJ= effective supporting length [mm] due to heel
On ships with continuous longitudinal structural mem- stiffeners and brackets at frame I and J (see
bers above the strength deck a fictitious depth Fig. 3.1)
H' = eB + e'D is to be applied.
1
eB = distance between neutral axis of the midship lK = h s + 0,3 ⋅ h b + ≤ (l b + h s )
section and base line [m] c1

e'D = see Section 5, C.4.1 1 c (l − 0,3 ⋅ h b ) ⎡ 1 ⎤

c1 = + 2 b 2 ⎢ mm ⎥
l b − 0,3 ⋅ h b he ⎣ ⎦
3. The vertical extent z of the upper and lower
hull flange respectively made from higher tensile steel
of one quality is not to be less than: 1
For lb ≤ 0,3 ⋅ hb, = 0 is to be taken.
c1
z = e (1 − n ⋅ k)
hs, lb, hb, he see Fig. 3.1
e = distance of deck at side or of the base line
from the neutral axis of the midship section. hs = height of the heel stiffener [mm]
For ships with continuous longitudinal struc-
tural members above the strength deck, see lb, hb = dimensions of the brackets [mm]
Section 5, C.4.1
n = W(a)/W c2 = 3 in general

W(a) = actual deck or bottom section modulus c2 = 1 for flanged brackets

(see Fig. 3.1 (c))
W = Rule deck or bottom section modulus
Where two different steel grades are used it has to be he = height of bracket [mm] in the distance
observed that at no point the stresses are higher than xl = hs + 0,3 ⋅ hb of frame I and J respectively
the permissible stresses according to Section 5, C.1.
If no heel stiffeners or brackets are arranged the re-
1
spective values are to be taken as (hs, hb, ) = 0
c1
C. Unsupported Span
(see Fig. 3.1 (d)).

1. Stiffeners, frames
The unsupported span l is the true length of the stiff-
eners between two supporting girders or else their
length including end attachments (brackets).
The frame spacings and spans are normally assumed
to be measured in a vertical plane parallel to the cen-
treline of the ship. However, if the ship's side deviates
more than 10° from this plane, the frame distances and
spans shall be measured along the side of the ship.
2. Corrugated bulkhead elements
The unsupported span l of corrugated bulkhead ele-
ments is their length between bottom or deck and their
length between vertical or horizontal girders. Where
corrugated bulkhead elements are connected to box
type elements of comparatively low rigidity, their
depth is to be included into the span l unless other-
wise proved by calculations.
I - Part 6 Section 3 C Design Principles Chapter 1
GL 2012 Page 3–3

(a) (b)

b b

c c

hb hb
he he c
tb c tb

A B B A
hp

0,3 × hb 0,3 × hb
hs

K K

x x

Frame I 2 × tb ³ c £ 25 mm Frame J

0,3 × hb

K= 0
A=B

A B A

c
tb
he
hb

(c) (d)

Fig. 3.1 End attachment

Chapter 1 Section 3 D Design Principles I - Part 6
Page 3–4 GL 2012

3. Transverses and girders 2.3 The arm length of brackets is not to be less
than:
The unsupported span l of transverses and girders is to
be determined according to Fig. 3.2, depending on the W
type of end attachment. l = 46, 2 ⋅ 3 ⋅ k 2 ⋅ ct
k1
In special cases, the rigidity of the adjoining girders is l = 100 mm
to be taken into account when determining the span of
girder.
t
ct =
c =a+b
ta
4
ta = "as built" thickness of bracket [mm]

≥ t according to 2.2
b'

a a'
b = b'
b
b

c c W = see 2.2
a
a a' k2 = material factor k for the bracket, according to
Section 2, B.2.
Fig. 3.2 Unsupported span l
The arm length l is the length of the welded connec-
tion.

D. End Attachments Note

For deviating arm length the thickness of brackets is
1. Definitions to be estimated by direct calculations considering
For determining scantlings of beams, stiffeners and girders sufficient safety against buckling.
the terms "constraint" and "simple support" will be used.
"Constraint" will be assumed where for instance the 2.4 The throat thickness a of the welded connec-
stiffeners are rigidly connected to other members by tion is to be determined according to Section 19,
means of brackets or are running throughout over sup- C.2.7.
porting girders.
2.5 Where flanged brackets are used the width of
"Simple support" will be assumed where for instance flange is to be determined according to the following
the stiffener ends are sniped or the stiffeners are con- formula:
nected to plating only, see also 3.
W
b = 40 + [mm]
2. Brackets 30

2.1 For the scantlings of brackets the required b is not to be taken less than 50 mm and need not be
section modulus of the section is decisive. Where taken greater than 90 mm.
sections of different section moduli are connected to
each other, the scantlings of the brackets are generally
governed by the smaller section. 3. Sniped ends of stiffeners
Stiffeners may be sniped at the ends, if the thickness
2.2 The thickness of brackets is not to be less than: of the plating supported by stiffeners is not less than:
W
t = c ⋅ 3 + tK [mm] p ⋅ a (l − 0,5 ⋅ a)
k1 t = c [mm]
R eH
c = 1,2 for non-flanged brackets
= 0,95 for flanged brackets p = design load [kN/m2]

k1 = material factor k for the section, according to l = unsupported length of stiffener [m]
Section 2, B.2.
a = spacing of stiffeners [m]
tK = corrosion addition according to J.
c = 15,8 for watertight bulkheads and for tank
W = section modulus of smaller section [cm3] bulkheads when loaded by p2 accord-
tmin = 5,0 + tK [mm] ing to Section 4, D.1.2
tmax = web thickness of smaller section = 19,6 otherwise
I - Part 6 Section 3 F Design Principles Chapter 1
GL 2012 Page 3–5

4. Corrugated bulkhead elements Table 3.1 Effective breadth em of frames and girders

Care is to be taken that the forces acting at the sup- l/e 0 1 2 3 4 5 6 7 ≥8

ports of corrugated bulkheads are properly transmitted
into the adjacent structure by fitting structural ele-
ments such as carlings, girders or floors in line with
the corrugations.
Note
Where carlings or similar elements cannot be fitted in
line with the web strips of corrugated bulkhead ele-
ments, these web strips cannot be included into the
section modulus at the support point for transmitting
the moment of constraint.
Deviating from the formula stipulated in Section 11,
B.4.3 the section modulus of a corrugated element is
then to be determined by the following formula:
W = t ⋅ b (d + t) [cm3]
em1/e 0 0,36 0,64 0,82 0,91 0,96 0,98 1,00 1,0
em2/e 0 0,20 0,37 0,52 0,65 0,75 0,84 0,89 0,9
em1 is to be applied where girders are loaded by uni-
formly distributed loads or else by not less than 6
equally spaced single loads.
em2 is to be applied where girders are loaded by 3 or
less single loads.
Intermediate values may be obtained by direct interpolation.
l = length between zero-points of bending moment
curve, i.e. unsupported span in case of simply sup-
ported girders and 0,6 × unsupported span in case
of constraint of both ends of girder
e = width of plating supported, measured from centre
to centre of the adjacent unsupported fields

F. Proof of Buckling Strength

E. Effective Breadth of Plating The calculation method is based on DIN-standard 18800.

1. Frames and stiffeners 1. Definitions

Generally, the spacing of frames and stiffeners may be
taken as effective breadth of plating.
2. Girders
2.1 The effective breadth of plating em of frames
and girders may be determined according to Table 3.1
considering the type of loading.
a = length of single or partial plate field [mm]
b = breadth of single plate field [mm]
α = aspect ratio of single plate field
= a/b
n = number of single plate field breadths within
the partial or total plate field
t = nominal plate thickness [mm]

Special calculations may be required for determining the = ta – tK [mm]

effective breadth of one-sided or non-symmetrical ta = plate thickness as built [mm]
flanges.
tK = corrosion addition according to K. [mm]
2.2 The effective cross sectional area of plates is not
to be less than the cross sectional area of the face plate. long. stiffener single field partial field

2.3 The effective width of stiffeners and girders

subjected to compressive stresses may be determined
according to F.2.2, but is in no case to be taken greater
n·b

than the effective breadth determined by 2.1. am

bm

bb

3. Cantilevers a

Where cantilevers are fitted at every frame, the effec- y

tive breadth of plating may be taken as the frame spac-
ing. Where cantilevers are fitted at a greater spacing
the effective breadth of plating at the respective cross
section may approximately be taken as the distance of
the cross section from the point on which the load is
acting, however, not greater than the spacing of the
cantilevers.
x
transverse stiffener
longitudinal : stiffener in the direction of the length a
transverse : stiffener in the direction of the breath b
Fig. 3.3 Definition of plate fields subject to buckling
Chapter 1 Section 3 F Design Principles I - Part 6
Page 3–6 GL 2012

σx = membrane stress in x-direction [N/mm2] For constructions of aluminium alloys the safety fac-
tors are to be increased in each case by 0,1.
σy = membrane stress in y-direction [N/mm2]
λ = reference degree of slenderness
τ = shear stress in the x-y plane [N/mm2]
R eH
Compressive and shear stresses are to be taken posi- =
tive, tension stresses are to be taken negative. K ⋅ σe

K = buckling factor according to Tables 3.3 and 3.4

Note
In general, the ratio plate field breadth to plate thick-
If the stresses in the x- and y-direction contain already
ness shall not exceed b/t = 100.
the Poisson effect, the following modified stress values
may be used:
2. Proof of single plate fields
Both stresses σx* und σy* are to be compressive stres-
ses, in order to apply the stress reduction according to 2.1 Proof is to be provided that the following con-
the following formulae: dition is complied with for the single plate field a ⋅ b:
e
σ x = ( σ *x − 0,3 ⋅ σ *y ) / 0,91 ⎛ σx ⋅ S ⎞ 1 ⎛ σy ⋅ S ⎞
e 2
⎛ σx ⋅ σy ⋅ S2 ⎞
⎜ ⎟ + ⎜ ⎟ − B⎜ ⎟
σ y = ( σ *y − 0,3 ⋅ σ *x ) / 0,91 ⎝ κx ⋅ ReH ⎠ ⎜ κy ⋅ ReH ⎟ ⎜ ReH2 ⎟
⎝ ⎠ ⎝ ⎠
e
σx*, σy* = stresses containing the Poisson effect ⎛ τ ⋅ S ⋅ 3⎞ 3
+ ⎜ ⎟ ≤ 1,0
⎜ κτ ⋅ ReH ⎟
Where compressive stress fulfils the condition σy* < 0,3⋅ σx*, ⎝ ⎠
then σy = 0 and σx = σx*.
Each term of the above condition shall not exceed 1,0.
Where compressive stress fulfils the condition σx*< 0,3⋅ σy*,
then σx = 0 and σy = σy*. The reduction factors κx, κy and κτ are given in Table
3.3 and/or 3.4.
When at least σx* or σy* is tension stress, then σx = σx*
and σy = σy*. Where σx ≤ 0 (tension stress), κx = 1,0.

ψ = edge stress ratio according to Table 3.3 Where σy ≤ 0 (tension stress), κy = 1,0.
F1 = correction factor for boundary condition at the The exponents e1, e2 and e3 as well as the factor B are
long. stiffeners according to Table 3.2 calculated or set respectively:
σe = reference stress
Exponents e1 – e3 plate field
2 and factor B plane curved
⎛t⎞
= 0,9 ⋅ E ⎜ ⎟ [N / mm 2 ] e1 1+ κ 4x 1,25
⎝b⎠
e2 1+ κ 4y 1,25
S = safety factor
e3 1 + κ x ⋅ κ y ⋅ κ τ2 2,0
= 1,1 in general
B
= 1,2 for structures which are exclusively
( κx ⋅ κy )
5
σx and σy positive 0
exposed to local loads
(compression stress)
= 1,05 for combinations of statistically inde- B
pendent loads σx or σy negative 1 –
(tension stress)
Table 3.2 Correction factor F1
2.2 Effective width of plating
1,0 for stiffeners sniped at both ends
The effective width of plating may be determined by
Guidance values where both ends are effectively
the following formulae:
connected to adjacent structures * :
1,05 for flat bars bm = κx ⋅ b for longitudinal stiffeners
1,10 for bulb sections
am = κy ⋅ a for transverse stiffeners
1,20 for angle and tee-sections
1,30 for girders of high rigidity
see also Fig. 3.3.
(e.g. bottom transverses)
The effective width of plating is not to be taken
* Exact values may be determined by direct calculations.
greater than the effective breadth obtained from E.2.1.
I - Part 6 Section 3 F Design Principles Chapter 1
GL 2012 Page 3–7

Table 3.3 Plane plate fields

Edge stress Aspect ratio

Load case Buckling factor K Reduction factor k
ratio y a
1 8,4 kx = 1 for l £ lc
1³y³0 K =
y + 1,1 1 0,22
kx = c - for l > lc
sx sx l l2
0>y>–1 a>1 K = 7,63 – y (6,26 – 10 y)
t c = (1,25 - 0,12y) £ 1,25
b

c
lc = 2 1 + Ö 1- 0,88
y·sx y·sx 2
a·b y£–1 K = (1 – y) · 5,975 c

2 1 R+F2 (H-R)
2 ky = c -
1 2,1 l l2
1³y ³ 0 a³1 K = F1 1 + 2
sy y·sy a (y+1,1) c = (1,25 - 0,12y) £ 1,25
t
1 2 2,1 (1+y)
b

sy 0>y >–1 1 £ a £ 1,5 K = F1 1 + 2 R = l 1- l for l < lc

y·sy a 1,1 c
a·b
y R = 0,22 for l ³ lc
– 2 (13,9 – 10 y)
a c
lc = 1 + Ö 1- 0,88
2 c
1 2 2,1 (1+y)
a > 1,5 K = F1 1 + 2 K -1
a 1,1
F = 1- 0,91 c1 ³ 0
y
– 2
(5,87 + 1,87 a2 lp2
a
8,6 l2p = l2 - 0,5 1 £ lp2 £ 3
+ 2 – 10 y)
a c1 = 1 for sy due to
direct loads
3 (1-y) 1-y 2
y£ –1 1£a£ K = F1 5,975 F1
4 a c1 = 1 - ³ 0 for sy
a
due to bending (in general)

3 (1-y) 1 - y 2 3,9675 c1 = 0 for sy due to bending

a> K = F1
4 a in extreme load cases
(e. g. w. t. bulkheads)
1-y 4
+ 0,5375 2l
a H =l- ³R
c (T+Ö T2 - 4 )
+ 1,87 14 1
T =l+ +
15l 3
3 4 (0,425 + 1/a2)
1 ³y³0 K =
sx sx 3y+1
a>0
t 1
b

K = 4 0,425 + (1 + y)
0 >y³–1 a2 kx = 1 for l £ 0,7
y·sx a·b y·sx
– 5 · y (1 – 3,42 y)
4 1
kx = for l > 0,7
y·sx y·sx l2 + 0,51
1 ³y³–1 1 3-y
a>0 K = 0,425 +
t a2 2
b

sx sx
a·b
Chapter 1 Section 3 F Design Principles I - Part 6
Page 3–8 GL 2012

Table 3.3 Plane plate fields (continued)

Edge stress Aspect ratio

Load case Buckling factor K Reduction factor k
ratio y a
5 K = Kt · 3
t

t t t a³1 Kt = 5,34 + 42
b

a
t
a·b 5,34
0<a < 1 Kt = 4 + kt = 1 for l £ 0,84
a2
0,84
6 K = K' × r kt = for l > 0,84
l
da K' = K according to load case 5
t r = Reduction factor
da d
)(1 - b )
db

t r = (1 -
b

a b
t t da db
t with £ 0,7 and £ 0,7
a·b a b

7
kx = 1 for l £ 0,7
sx sx a ³ 1,64 K = 1,28
1
t kx =
b

1 l2 + 0,51
a·b a < 1,64 K = 2 + 0,56 + 0,13 a2
a for l > 0,7
8
a ³ 2 K = 6,97
sx sx 3
t
b

2 1
a < K = + 2,5 + 5 a2
a·b 3 a2
kx = 1 for l £ 0,83
9
a ³ 4 K = 4
sx sx
4–a 4 1 0,22
t 4 > a > 1 K = 4+ 2,74 kx = 1,13 -
b

3 l l2
a·b 4 for l > 0,83
a £ 1 K = + 2,07 + 0,67 a2
a2
10 K = 6,97
a ³ 4
sx sx
4–a 4
t 4 > a > 1 K = 6,97 + 3,1
b

3
a·b 4
a £ 1 K = + 2,07 + 4 a2
a2
Explanations for boundary conditions plate edge free
plate edge simply supported
plate edge clamped
I - Part 6 Section 3 F Design Principles Chapter 1
GL 2012 Page 3–9

Table 3.4 Curved plate field R/t ≤ 2500 1

Aspect ratio
Load case Buckling factor K Reduction factor k
b/R

1a
b
sx
kx = 1 2
b (R · t) 0,175
b R K = +3 for l £ 0,4
R £ 1,63
R t R·t b0,35
t
kx = 1,274 – 0,686 l
1b sx
for 0,4 < l £ 1,2
b with
pe · R
sx = 0,65
t
b2 R2 2 kx =
b
> 1,63
R K = 0,3 + 2,25 l2
R 2
R t R b·t for l > 1,2
t
pe

pe = external pressure in
[N/mm2]

2 ky = 1 2

for l £ 0,25
b R 2 b2
b £ 0,5 K = 1+
R t 3 R·t ky = 1,233 – 0,933 l
sy for 0,25 < l £ 1
R b R b2 b t
> 0,5 K = 0,267 3– ky = 0,3 / l3
t R t R·t R R
for 1 < l £ 1,5
sy
b2
³ 0,4 ky = 0,2 / l2
R·t
for l > 1,5
3
b b R 0,6 · b R·t R·t
£ K = + – 0,3
sx R t R·t b b2
as in load case 1a
R b R b2 R2 2
t > K = 0,3 2
+ 0,291
R t R b·t
sx
4 kt = 1
K = Kt × 3
b for l £ 0,4
b R 0,67 · b3 0,5
£ 8,7 Kt = 28,3 + kt = 1,274 – 0,686 l
t R t R1,5 · t1,5
R
t
for 0,4 < l £ 1,2
2 0,65
b R b
> 8,7 Kt = 0,28 kt =
R t R R·t l2
for l > 1,2
Explanations for boundary conditions: plate edge free
plate edge simply supported
plate edge clamped
1 For curved plate fields with a very large radius the k-value need not to be taken less than one derived for the expanded plane field.
2 For curved single fields. e.g. the bilge strake, which are located within plane partial or total fields, the reduction factor k may taken
as follow:
2 2
Load case 1b: kx = 0,8/l £ 1,0: load case 2: ky = 0,65/l £ 1,0
Chapter 1 Section 3 F Design Principles I - Part 6
Page 3–10 GL 2012

Note a ≥ em
The effective width e'm of stiffened flange plates of e'm = n ⋅ am < em
girders may be determined as follows:
em
Stiffening parallel to web of girder: n = 2,7 ⋅ ≤ 1
a

e
e = width of plating supported according to E.2.1

em For b ≥ em or a < em respectively, b and a have to be

exchanged.
em'
am and bm for flange plates are in general to be de-
termined for ψ = 1.
Stress distribution between two girders:

⎧ y ⎡ y ⎤⎫
σ x ( y )= σ x1 ⋅ ⎨1 − ⎢3 + c1 − 4 ⋅ c2 − 2 e (1 + c1 − 2 c2 )⎥ ⎬
⎩ e ⎣ ⎦⎭
sx,em'(y)

sx,em(y)

σ x2
c1 = 0 ≤ c1 ≤ 1
σ x1

bm bm
c2 =
1,5
e
(
⋅ e"m1 + e"m2 − 0,5 )
e'm1
e"m1 =
b b b b em1

e'm2
y e"m2 =
em2

b < em σx1, σx2 = normal stresses in flange plates of adjacent

girder 1 and 2 with spacing e
e'm = n ⋅ bm
y = distance of considered location from girder 1
n = integer number of the stiffener spacing b
inside the effective breadth em according to Scantlings of plates and stiffeners are in general to be
Table 3.1 determined according to the maximum stresses σx(y)
at girder webs and stiffeners respectively. For stiffen-
ers under compression arranged parallel to the girder
⎛e ⎞
= int ⎜ m ⎟ web with spacing b no lesser value than 0,25 ⋅ ReH
⎝ b ⎠ shall be inserted for σx(y=b).
Stiffening perpendicular to web of girder: Shear stress distribution in the flange plates may be
assumed linearly.
e e
em 2.3 Webs and flanges
em ' For non-stiffened webs and flanges of sections and
girders proof of sufficient buckling strength as for
single plate fields is to be provided according to
sx1

sx(y)

2.1.
sx2

am
Note
Within 0,6 L amidships the following guidance values
a are recommended for the ratio web depth to web
thickness and/or flange breadth to flange thickness:

hw
y flat bars : ≤ 19,5 k
tw
I - Part 6 Section 3 F Design Principles Chapter 1
GL 2012 Page 3–11

angle, tee and bulb sections: FKi = ideal buckling force of the stiffener [N]

hw
web : ≤ 60,0 k π2
tw FKix = E ⋅ I x ⋅ 104 for long. stiffeners
a2
bi
flange : ≤ 19,5 k π2
tf FKiy = ⋅ E ⋅ I y ⋅ 104 for transv. stiffeners
( n ⋅ b) 2

bi = b1 or b2 according to Fig. 3.4,

the larger value is to be taken. Ix, Iy = moments of inertia of the longitudinal or
transverse stiffener including effective width
3. Proof of partial and total fields of plating according to 2.2 [cm4]

3.1 Longitudinal and transverse stiffeners b ⋅ t3

Ix ≥
12 ⋅ 104
Proof is to be provided that the continuous longitudinal
and transverse stiffeners of partial and total plate fields
comply with the conditions set out in 3.2 and 3.3. a ⋅ t3
Iy ≥
12 ⋅ 104
3.2 Lateral buckling
pz = nominal lateral load of the stiffener due to σx,
σa + σ b
S≤ 1 σy and τ [N/mm2]
R eH
for longitudinal stiffeners:
σa = uniformly distributed compressive stress in
the direction of the stiffener axis [N/mm2] ta ⎛ ⎛ π ⋅ b ⎞
2 ⎞
pzx = ⎜σx1 ⎜ ⎟ + 2 ⋅ cy ⋅ σy + 2 τ1 ⎟
= σx for longitudinal stiffeners b ⎜ ⎝ a ⎠ ⎟
⎝ ⎠
= σy for transverse stiffeners
for transverse stiffeners:
σb = bending stress in the stiffeners
ta ⎛ ⎞
2
⎛ ⎞ ⎛ Ay ⎞
pzy = ⎜2 ⋅ cx ⋅σx1 + σy ⎜π ⋅ a⎟ ⎟
M o + M1 a⎜ n ⋅ b ⎜⎜1 + a ⋅ t ⎟⎟+ 2 τ1⎟
= [N / mm 2 ] ⎝ ⎝ ⎠ ⎝ a⎠
⎠
Wst ⋅ 103

Mo = bending moment due to deformation w of ⎛ Ax ⎞

σx1 = σ x ⎜ 1 + ⎟
stiffener ⎝ b ⋅ ta ⎠

pz ⋅ w
= FKi [N ⋅ mm] cx, cy = factor taking into account the stresses vertical
cf − p z to the stiffener's axis and distributed variable
along the stiffener's length
(cf − pz ) > 0
= 0,5 (1 + ψ ) for 0 ≤ ψ ≤ 1
M1 = bending moment due to the lateral load p

for continuous longitudinal stiffeners: 0,5

= for ψ < 0
2
1 − ψ
p ⋅ b ⋅ a
= [N ⋅ mm]
24 ⋅ 103 ψ = edge stress ratio according to Table 3.3
for transverse stiffeners:
Ax,Ay= sectional area of the longitudinal or trans-
verse stiffener respectively [mm2]
p ⋅ a ( n ⋅ b)
2
= [N ⋅ mm]
cs ⋅ 8 ⋅ 103 ⎡ ⎛m m ⎞⎤
τ1 = ⎢τ − t R eH ⋅ E ⎜ 1 + 2 ⎟⎥ ≥ 0
2
p = lateral load [kN/m2] according to Section 4 ⎢⎣ ⎝a b2 ⎠ ⎥⎦
Chapter 1 Section 3 F Design Principles I - Part 6
Page 3–12 GL 2012

for longitudinal stiffeners: 2

⎡ a 2 b⎤
cxα = ⎢ + ⎥ for a ≥ 2 b
a ⎣2 b a ⎦
≥ 2, 0 : m1 = 1, 47 m 2 = 0, 49
b
2
a ⎡ ⎛ a ⎞ ⎤
2
< 2, 0 : m1 = 1,96 m 2 = 0,37 ⎢
= 1 + ⎜ ⎟ ⎥ for a < 2 b
b ⎢ ⎝ 2 b⎠ ⎥
⎣ ⎦
for transverse stiffeners:
π2
a 1,96 cfy = cs ⋅ FKiy ⋅ (
⋅ 1 + cpy )
n ⋅ b
≥ 0,5 : m1 = 0,37 m2 = 2 (n ⋅ b)
2

n
for transv. stiffeners
a 1, 47
< 0,5 : m1 = 0, 49 m2 =
n ⋅ b n2 cs = factor accounting for the boundary conditions
of the transverse stiffener
w = wo + w1
= 1,0 for simply supported stiffeners
wo = assumed imperfection [mm] = 2,0 for partially constraint stiffeners
a b 1
≥ w ox ≤ for long. stiffeners cpy =
250 250 ⎛ 12 ⋅ 104 ⋅ I y ⎞
0,91
1 + ⋅ ⎜ − 1 ⎟
n⋅b a c yα ⎜ t 3
⋅ a ⎟
≥ w oy ≤ for transv. stiffeners ⎝ ⎠
250 250
2
⎡n ⋅ b 2a ⎤
however wo ≤ 10 mm cyα = ⎢ + ⎥ for n⋅b≥2a
⎣ 2 a n ⋅ b⎦
Note 2
⎡ ⎛n ⋅ b⎞ ⎤
2
For stiffeners sniped at both ends wo shall not be = ⎢1 + ⎜ ⎟ ⎥ for n⋅b<2a
taken less than the distance from the midpoint of plat- ⎢ ⎝ 2 a ⎠ ⎥⎦
⎣
ing to the neutral axis of the profile including effective
width of plating. Wst = section modulus of stiffener (long. or trans-
verse) [cm3] including effective width of plat-
w1 = deformation of stiffener due to lateral load p ing according to 2.2
at midpoint of stiffener span [mm]
If no lateral load p is acting the bending stress σb is to
In case of uniformly distributed load the following be calculated at the midpoint of the stiffener span for
values for w1 may be used: that fibre which results in the largest stress value. If a
lateral load p is acting, the stress calculation is to be
for longitudinal stiffeners:
carried out for both fibres of the stiffener's cross sec-
tional area (if necessary for the biaxial stress field at
p ⋅ b ⋅ a4 the plating side).
w1 =
384 ⋅ 107 ⋅ E ⋅ I x
Note
for transverse stiffeners:
Longitudinal and transverse stiffeners not subjected to
lateral load p have sufficient scantlings if their mo-
5 ⋅ a ⋅ p (n ⋅ b)
4
w1 = ments of inertia Ix and Iy are not less than obtained by
384 ⋅ 107 ⋅ E ⋅ I y ⋅ cs2 the following formulae:

cf = elastic support provided by the stiffener ⎛ ⎞

pzx ⋅ a2 ⎜ wox ⋅ hw a2 ⎟
[N/mm2] Ix = 2 ⎜ + 2 ⎟ [cm4]
π ⋅ 104 ⎜ ReH − σ π ⋅ E⎟
⎜ x ⎟
π2 ⎝ S ⎠
cfx = FKix ⋅
a2
(
⋅ 1 + cpx ) for long. stiffeners

⎛ ⎞
pzy ⋅ ( n ⋅ b) ⎜ woy ⋅ hw ( n ⋅ b)2 ⎟ [cm4]
2
1
cpx = Iy = ⎜ + 2 ⎟
0,91 ⎛ 12 ⋅ 104 ⋅ I x ⎞ π 2 ⋅ 104 ⎜ ReH − σ π ⋅E⎟
1 + ⋅ ⎜ − 1⎟ ⎜ ⎟
c xα ⎜ 3
t ⋅ b ⎟ ⎝ S
y
⎠
⎝ ⎠
I - Part 6 Section 3 F Design Principles Chapter 1
GL 2012 Page 3–13

3.3 Torsional buckling IP = polar moment of inertia of the stiffener re-

lated to the point C [cm4]
3.3.1 Longitudinal stiffeners
σx ⋅ S IT = St. Venant's moment of inertia of the stiffener
≤ 1, 0 [cm4]
κT ⋅ R eH
Iω = sectorial moment of inertia of the stiffener
κT = 1,0 for λT ≤ 0,2 related to the point C [cm6]
1
= for λ T > 0, 2 ε = degree of fixation
φ + φ2 − λ T2

φ (
= 0,5 1 + 0, 21 ( λ T − 0, 2 ) + λ T2 ) = 1 + 10− 4
⎛b
a4
4 hw ⎞
Iω ⎜ 3 + ⎟⎟
λT = reference degree of slenderness ⎜t 3 t w3
⎝ ⎠
R eH
=
σKiT hw = web height [mm]

E ⎛ π2 ⋅ Iω ⋅ 102 ⎞ tw = web thickness [mm]

σKiT = ⎜⎜ ε + 0,385 ⋅ IT ⎟ [N/mm2]
IP a 2 ⎟
⎝ ⎠ bf = flange breadth [mm]
For IP, IT, Iω see Fig. 3.4 and Table 3.5. tf = flange thickness [mm]
bf bf bf
Aw = web area hw ⋅ t w
tf

tw tw tw tw Af = flange area bf ⋅ tf
hw

b1 b1 b2
ef

C C C C 3.3.2 Transverse stiffeners

ta

ef = hw + tf / 2 For transverse stiffeners loaded by compressive

stresses and which are not supported by longitudinal
Fig. 3.4 Main dimensions of typical longitudinal stiffeners, proof is to be provided in accordance with
stiffeners 3.3.1 analogously.

Table 3.5 Formulas for the calculation of moments of inertia IP, IT and Iω

Section IP IT Iω

h 3w ⋅ t w h w ⋅ t3w ⎛ t ⎞ h3w ⋅ t 3w
Flat bar 4 ⎜
1 − 0, 63 w ⎟
3 ⋅ 104 3 ⋅ 10 ⎝ hw ⎠ 36 ⋅ 106

for bulb and angle sections:

h w ⋅ t3w ⎛ t ⎞ Af ⋅ ef2 ⋅ bf2 ⎛ Af + 2, 6 Aw ⎞

4 ⎜
1 − 0, 63 w ⎟ ⎜ ⎟
3 ⋅ 10 ⎝ hw ⎠
12 ⋅ 106 ⎜⎝ Af + Aw ⎟⎠
Sections with ⎛ Aw ⋅ hw
2 ⎞
⎜⎜ + A f ⋅ ef2 ⎟ 10− 4 +
bulb or flange 3 ⎟
⎝ ⎠ for tee-sections:
bf ⋅ t 3f ⎛ tf ⎞
4 ⎜ 1 − 0, 63 ⎟
3 ⋅ 10 ⎝ bf ⎠ b3f ⋅ t f ⋅ ef2
12 ⋅ 106
Chapter 1 Section 3 H Design Principles I - Part 6
Page 3–14 GL 2012

G. Rigidity of Transverses and Girders

The moment of inertia of deck transverses and girders,

is not to be less than:

I = c ⋅ W ⋅ l [cm 4 ]

c = 4,0 if both ends are simply supported

= 2,0 if one end is constrained
= 1,5 if both ends are constrained
W = section modulus of the structural member Fig. 3.5 Support of face plates of cantilevers
considered [cm3]
l = unsupported span of the structural member 3.4 Upon special approval the stiffeners at the
knuckles may be omitted if the following condition is
considered [m]
complied with:

be
σa ≤ σ p [N / mm 2 ]
H. Structural Details bf

1. General σa = actual stress in the face plate at the knuckle

Continuity of structure shall be maintained throughout [N/mm2]
the length of the ship. Where significant changes in σp = permissible stress in the face plate [N/mm2]
structural arrangement occur adequate transitional
structure is to be provided. bf = breadth of face plate [mm]

2. Longitudinal members be = effective breadth of face plate:

2.1 All longitudinal members taken into account be = t w + n1 ( t f + c (b − t f ) ) [mm]

for calculating the midship section modulus are to
extend over the required length amidships and are to tw = web thickness [mm]
be tapered gradually to the required end scantlings, see
tf = face plate thickness [mm]
also Section 5, C.1.
1
2.2 Abrupt discontinuities of strength of longitu- b = (bf − t w ) [mm]
dinal members are to be avoided as far as practicable. n1
Where longitudinal members having different scant-
lings are connected with each other, smooth transi- 1 n3 ⋅ tf
c = +
tions are to be provided. 2
(b − t f ) (R ⋅ t f ) − n 2 α2 ⋅ R
2.3 At the ends of longitudinal bulkheads or cmax = 1
continuous longitudinal walls suitable scarping brack-
ets are to be provided. 2α = knuckle angle [°], see Fig. 3.6

3. Transverses and girders αmax = 45°

R = radius of rounded face plates [mm]

3.1 Where transverses and girders fitted in the
same plane are connected to each other, major discon- = tf for knuckled face plates
tinuities of strength shall be avoided. The web depth
of the smaller girder shall, in general, not be less than n1 = 1 for unsymmetrical face plates (face plate
60 % of the web depth of the greater one. at one side only)

3.2 The taper between face plates with different = 2 for symmetrical face plates
dimensions is to be gradual. In general the taper shall n2 = 0 for face plates not supported by brackets
not exceed 1 : 3. At intersections the forces acting in
the face plates are to be properly transmitted.
( b − t f )2
= 0,9 ⋅ ≤ 1, 0
3.3 For transmitting the acting forces the face R ⋅ tf
plates are to be supported at their knuckles. For sup-
porting the face plates of cantilevers, see Fig. 3.5. for face plates of multi-web girders
I - Part 6 Section 3 H Design Principles Chapter 1
GL 2012 Page 3–15

n3 = 3 if no radial stiffener is fitted

1
tf
= 3 000 if two or more radial stiffeners are
d
fitted or if one knuckle stiffener is fit-

2a
sa

tf
ted according to (a) in Fig. 3.6
4
⎛d ⎞
= ⎜ − 8⎟
⎝ tf ⎠ (a) (b)
if one stiffener is fitted according to (b) in Fig.
3.6
3 ≤ n3 ≤ 3 000
2a

R
d = distance of the stiffener from the knuckle [mm] bf
For proof of fatigue strength of the weld seam in the b
knuckle, the stress concentration factor KS (angle 2 α

tf
according to Fig. 3.6 < 35°) related to the stress σa in
the face plate of thickness tf may be estimated as fol- tw

h
tb
lows and may be evaluated with case A5 of Section 20,
Table 20.3:
Fig. 3.6 Typical stiffeners of rounded of knuckled
⎡ ⎤ face plates
⎢ ⎥
tf ⎢ 6 ⋅ n4 ⎡ t f1 ⎤⎥
KS = ⎢1 + 2
⋅ tan ⎢ ⋅ 2 α ⎥ ⎥ The welding seam has to be shaped according to
t f1 ⎢ ⎡ tf ⎤ ⎣R ⎦⎥ Fig. 3.7.
⎢ 1+ ⎢ t ⎥ ⎥
⎣⎢ ⎣ f1 ⎦ ⎦⎥ Scantlings of stiffeners (guidance):

d σa
n4 = 7,143 for >8 thickness: tb = t f ⋅ 2sin α
tf σp

height: h = 1,5 ⋅ b
d d d
= − 0,51 ⋅ 4 for 8 ≥ > 1,35
tf tf tf
3.5 For preventing the face plates from tripping
adequately spaced stiffeners or tripping brackets are to
d d
= 0,5 ⋅ + 0,125 for 1,35 ≥ ≥ − 0, 25 be provided. The spacing of these tripping elements
tf tf shall not exceed 12 ⋅ bf.

°
~ 40
* depending on the welding process
tf2

tf1

tf

1/3 ¸ 0,5 tf1

2a

tf

tf
0 ¸1

2¸(4)* 25 + £ d £ 50
2
tf ³ 15 mm ~ 40°

Fig. 3.7 Welding and support of knuckles

Chapter 1 Section 3 I Design Principles I - Part 6
Page 3–16 GL 2012

3.6 The webs are to be stiffened to prevent buck- For some types of openings the notch factors Kt for
ling (see also F.). the calculation of the notch stress σK are given in Figs.
3.8 and 3.9.
3.7 The location of lightening holes shall be such
that the distance from hole edge to face plate is not They apply to stress conditions with uniaxial or biax-
less than 0,3 × web depth. ial normal stresses.
In case of superimposed stresses due to longitudinal
3.8 In way of high shear stresses lightening holes and shear loads, the maximum notch stress σKmax of
in the webs are to be avoided as far as possible. rectangular openings with rounded corners can ap-
proximately be calculated as follows:
3.9 In the fore and aft ship region the stiffness of
webframes and girders has to be sufficient to support 2 2
connected structural parts like decks adequately. If σKmax = + K tv ⋅ σ1 + 3 ⋅ τ1
necessary, wing bulkheads have to be arranged, espe- for σ1 = tensile stress
cially in areas with high transverse loads e.g. due to
slamming pressures. 2 2
= − K tv ⋅ σ1 + 3 ⋅ τ1
4. Knuckles (general) for σ1 = compressive stress

Flanged structural elements transmitting forces per- Ktv = notch factor for equivalent stress
pendicular to the knuckle are to be adequately sup-
ported at their knuckle, i.e. the knuckles of the inner = m⋅ ρ +c
bottom are to be located above floors, longitudinal
girders or bulkheads. m, c = parameters according to Fig. 3.10
If longitudinal structures, such as longitudinal bulk- l, a = length and height of opening
heads or decks, include a knuckle which is formed by
two butt-welded plates, the knuckle is to be supported τ1 = shear stress related to gross area of section
in the vicinity of the joint rather than at the exact loca-
tion of the joint. The minimum distance d to the sup- σ1 = longitudinal stress (in direction of length l
porting structure is to be at least of opening) related to gross area of section
tf r = radius of rounded corner
d = 25 +
2
ρ = ratio of smaller length to radius of corner
but not more than 50 mm, see Fig. 3.7. (l/r or a/r)

ρmin = 3

I. Evaluation of Notch Stress

The notch stress σK evaluated for linear-elastic mate- s1
6
a

rial behaviour at free plate edges, e.g. at hatch corners,

openings in decks, walls, girders etc., should, in gen-
eral, fulfill the following criterion:
5

σK ≤ f ⋅ R eH s1
Kt

f = 1,1 for normal strength hull structural steel 4

= 0,9 for higher strength hull structural steel

with ReH = 315 N/mm2 s1
3
a

= 0,8 for higher strength hull structural steel s1

a

with ReH = 355 N/mm2

2
= 0,73 for higher strength hull structural steel
s1
with ReH = 390 N/mm2
a

If plate edges are free of notches and corners are rounded- 1

off, a 20 % higher notch stress σK may be permitted. 0,5 1
a/
1,5 2 2,5

A further increase of stresses may be permitted on the

basis of a fatigue strength analysis as per Section 20. Fig. 3.8 Notch factor Kt for rounded openings
I - Part 6 Section 3 J Design Principles Chapter 1
GL 2012 Page 3–17

s2
5.0 5.0

r
a
s1 s1

r
a
s1 s1

a/ = 2,5
a/ = 3 s1
4.0 a/ = 2 4.0 s2 =
s2 2
Notch factor Kt

Notch factor Kt
a/ = 1,5 a/ = 2

a/ = 1,5
3.0 a/ = 1 3.0

a/ =1
a/ = 1/2
a/ = 1/4
a/ = 1/4 a/ = 1/3
a/ = 1/2
2.0 2.0
0.0 0.1 0.2 0.3 0.4 0.5 0.0 0.1 0.2 0.3 0.4 0.5
Ratio r/a Ratio r/a

Fig. 3.9 Notch factor Kt for rectangular openings with rounded corners at uniaxial stress conditions (left)
and at biaxial stress conditions (right)

2.5 2.5
t1

2.0 2.0

r
a
s1 s1

1.5 1.5
m /a = 1/3 t1
c
/a = 1/2
1.0 1.0
/a = 2/3
/a = 1
0.5 /a = 3/2 0.5
/a = 2
/a = 3
0.0 0.0
0.0 0.2 0.4 0.6 0.8 1.0 2.0 3.0 4.0 5.0 ¥ 0.0 0.2 0.4 0.6 0.8 1.0 2.0 3.0 4.0 5.0 ¥
t1/s1 t1/s1

Fig. 3.10 Parameters m and c to determine the notch factors of rectangular openings loaded by super-
imposed longitudinal and shear stresses

Note J. Corrosion Additions

Because the notch factor and the equivalent stress
are always positive, the sign of σ1 governs the most 1. The scantling requirements of the subsequent
unfavourable superposition of the stress components Sections imply the following general corrosion addi-
in any of the four corners. A load consisting of shear tions tK:
only, results in notch stresses of equal size with two
t K = 1,5 mm t' ≤ 10 mm
positive and two negative values in the opposite cor-
ners. 0,1 ⋅ t'
= + 0,5 mm, max. 3,0 mm
An exact evaluation of notch stresses is possible by k
means of finite element calculations. For fatigue in-
vestigations the stress increase due to geometry of t' > 10 mm
cut-outs has to be considered, see Section 20, Table
20.3. t' = required rule thickness excluding tK [mm]
k = material factor according to Section 2, B.2.
Note
These notch factors can only be used for girders with 2. For structural elements in specified areas tK
multiple openings if there is no correlation between is not to be less than given in Table 3.6.
the different openings regarding deformations and
stresses. For corrosion protection see Section 25.
Chapter 1 Section 3 L Design Principles I - Part 6
Page 3–18 GL 2012

3. For structures in dry spaces the corrosion proximation. A precise calculation may be
addition is required.
0,1 t' Wy = section modulus of section related to the y-y
tK = , max. 2,5 mm
k axis including the effective breadth of plating
[cm3]
however, not less than 1,0 mm.
Wz = section modulus of the partial section consist-
4. The corrosion addition for structures con- ing of flange and half of web area related to
structed of aluminium alloys is in general 0,5mm, but the z-z axis [cm3], (bulb sections may be con-
in any way tK shall not be less than the delivery toler- verted into a similar L-section)
ances, see GL Rules for Non-Ferrous Metals (II-1-3), This additional stress σh is to be added directly to
Section 1. If the under-thickness tolerance for extru- other stresses such as those resulting from local and
sions is more than 7 %, the exceeding difference has hull girder bending.
to be considered for the calculations.
z
Table 3.6 Minimum corrosion additions

sh
tf
Area tKmin [mm]
b1 b2

hw
In ballast tanks where the weather

2
deck forms the tanktop, 1,5 m below 2,5
tanktop

hw
– In cargo oil tanks where the
weather deck forms the tanktop, z
y y
1,5 m below tanktop. 2,0
– Horizontal members in cargo oil
and fuel oil tanks.
Fig. 3.11 Asymmetric profiles
Deck plating below elastically
3,0
mounted deckhouses 2. Correction of section modulus
The required section modulus Wy according to A.2. is to
be multiplied with the factor ksp according to Table 3.7.
K. Additional Stresses in Asymmetric Sec-
tions/Profiles Table 3.7 Increase factor ksp

1. Additional stresses for fatigue strength Type of Profile ksp

analysis
Flat bars and symmetric T-profiles 1,00
The additional stress σh occurring in asymmetric sec-
tions may be calculated by the following formula : Bulb profiles 1,03
Q ⋅ lf ⋅ tf
σh =
c ⋅ Wy ⋅ Wz
(b2
1 − b 22 ) [N / mm 2 ]
⎛b ⎞
Asymmetric T − profiles ⎜ 2 ≈ 0,5 ⎟ 1,05
⎝ b1 ⎠
Q = load on section parallel to its web within the Rolled angles (L-profiles) 1,15
unsupported span lf [kN]
= p ⋅ a ⋅ lf [kN] in case of uniformly distrib-
uted load p [kN/m2]
L. Testing of Watertight and Weathertight
lf = unsupported span of flange [m] Compartments
tf, b1, b2 = flange dimensions [mm], as shown in Fig.
3.11 1. Tightness and structural testing of watertight
and weathertight compartments has to be done in ac-
b1 ≥ b2 cordance with the IACS Unified Requirement S14.
c = factor depending on kind of load, stiffness of
2. For all tanks an operational test shall be car-
the section's web and length and kind of sup-
ried out when the ship is afloat or during the trial trip.
port of the profile.
The proper functioning of filling and suction lines and
For profiles clamped at both ends and con- of the valves as well as functioning and tightness of
stant area load c = 80 can be taken for ap- the vent, sounding and overflow pipes is to be tested.
I - Part 6 Section 4 A Design Loads Chapter 1
GL 2012 Page 4–1

Section 4

Design Loads

A. General, Definitions p01 = 2,6 (CB + 0,7) ⋅ c0 ⋅ cL [kN/m2]

1. General for wave directions transverse to the ship's

heading
This Section provides data regarding design loads for
determining the scantlings of the hull structural ele-
ments by means of the design formulae given in the c0 = wave coefficient
following Sections or by means of direct calculations.
The dynamic portions of the design loads are design L
values which can only be applied within the design = + 4,1 for L < 90 m
concept of this Chapter. 25

1,5
2. Definitions ⎛ 300 − L ⎞
= 10,75 − ⎜ ⎟ for L > 90 m
⎝ 100 ⎠
2.1 Load centre

2.1.1 For plates: cL = length coefficient

– vertical stiffening system:

L
= for L < 90 m
0,5 × stiffener spacing above the lower support 90
of plate field, or lower edge of plate when the
thickness changes within the plate field
= 1,0 for L ≥ 90 m
– horizontal stiffening system:
Midpoint of plate field f = probability factor

2.1.2 For stiffeners and girders: = 1,0 for plate panels of the outer hull (shell
plating, weather decks)
– centre of span A
= 0,75 for secondary stiffening members and
2.2 Definition of symbols of the outer hull (frames, deck beams),
but not less than fQ according to
v0 = ship's speed according to Section 1, H.5. Section 5, D.1.
ρc = density of cargo as stowed [t/m3]
= 0,60 for girders and girder systems of the
ρ = density of liquids [t/m3] outer hull (web frames, stringers, gril-
lage systems), but not less than
= 1,0 t/m³ for fresh and sea water fQ/1,25
z = vertical distance of the structure's load centre
above base line [m] cD,cF = distribution factors according to Table 4.1

x = distance from aft end of length L [m]

CB = moulded block coefficient according to
Section 1, H.4., where CB is not to be taken
less than 0,6 A M F
p0 = basic external dynamic load x/L L
0 1,0
= 2,1 (CB + 0, 7) ⋅ c0 ⋅ cL ⋅ f [kN / m 2 ]

for wave directions with or against the ship's Fig. 4.1 Longitudinal sections A, M and F
heading according to Table 4.1
Chapter 1 Section 4 B Design Loads I - Part 6
Page 4–2 GL 2012

Table 4.1 Distribution factors for sea loads on ship's shell and weather decks

Range Factor cD Factor cF1

x x 5 ⎛ x⎞
A 0 ≤ < 0, 2 1, 2 − 1, 0 + ⎜ 0, 2 − ⎟
L L CB ⎝ L⎠

x
M 0, 2 ≤ < 0, 7 1,0 1, 0
L
c ⎛x ⎞
1, 0 + ⎜ − 0, 7 ⎟
3 ⎝L ⎠ 2
x 20 ⎛ x ⎞
0, 7 ≤ ≤ 1, 0 1, 0 + − 0, 7 ⎟
F L c = 0,15 L – 10 CB ⎜⎝ L ⎠
L not to be taken smaller than 100 m

1 Within the range A the ratio x/L need not be taken less than 0,1, within the range F the ratio x/L need not be taken greater than 0,93.

B. External Sea Loads 2. Load on ship's sides and bow and stern
structures
1. Load on weather decks
2.1 Load on ship's sides
1.1 The load on weather decks is to be deter- The external load ps on the ship's sides is to be deter-
mined according to the following formula: mined according to 2.1.1 and 2.1.2.

p = pL + c ⋅ pD 2.1.1 For elements the load centre of which is lo-

cated below load waterline:
20 ⋅ T ⎛ z⎞
pD = p0 cD [kN / m 2 ] ps = 10 ( T − z ) + p0 ⋅ c F ⎜1 + ⎟ [kN / m 2 ]
(10 + z − T) H ⎝ T ⎠
pL = cargo load as defined in C.1. for wave directions with or against the ship's heading

pLmin = 15 kN/m2 ⎡ z ⎛ z ⎞⎤ y 2
ps1 = 10 (T − z) + p01 ⎢1 + ⎜ 2 − T ⎟ ⎥ ⋅ 2 B [kN / m ]
c = 1,28 – 0,032 pL for pL < 40kN/m2 ⎣ T ⎝ ⎠⎦

for wave directions transverse to the ship's heading

c = 0 for pL ≥ 40 kN/m2 including quasi-static pressure increase due to heel
y = horizontal distance between load centre and
1.2 For strength decks which are to be treated as centreline [m]
weather decks as well as for forecastle decks the load
pD is not to be less than the greater of the following 2.1.2 For elements the load centre of which is lo-
two values: cated above load waterline:

p Dmin = 16 ⋅ f [kN / m2 ] 20
ps = p0 ⋅ c F [kN / m 2 ]
10 + z − T
and
for wave directions with or against the ship's heading
2
p Dmin = 0, 7 ⋅ p0 [kN / m ] y
20
ps1 = p01 ⋅ [kN / m 2 ]
5+ z −T B
1.3 Where the stowage height of deck cargo is
less than 1,0 m, the deck cargo load may require to be for wave directions transverse to the ship's heading
increased by the following value: including quasi-static pressure increase due to heel

pz = 10 (1 − h c ) [kN / m 2 ] 2.2 Load on bow structures

The design load for bow structures from forward to
hc = stowage height of the cargo [m] 0,1 L behind F.P. and above the ballast waterline in
I - Part 6 Section 4 B Design Loads Chapter 1
GL 2012 Page 4–3

accordance with the draft Tb in 4. is to be determined 0,2

⎡T ⎤
according to the following formula: c1 = 3,6 − 6,5 ⎢ b ⎥ 0 ≤ c1 ≤ 1,0
⎣L⎦
pe = c (0, 20 ⋅ v0 + 0, 6 L ) 2 [kN / m 2 ]
Tb = smallest design ballast draught at F.P. for
c = 0,8 in general normal ballast conditions [m], according to
which the strengthening of bottom forward,
0, 4 see Section 6, E. has to be done.
=
(1, 2 − 1, 09 ⋅ sin α )
This value has to be recorded in the Annex to
the Class Certificate and in the loading man-
for extremely flared sides where the flare
ual.
angle α is larger than 40°
Where the sequential method for ballast wa-
The flare angle α at the load centre is to be measured ter exchange is intended to be applied, Tb is
in the plane of frame between a vertical line and the
to be considered for the sequence of ex-
tangent to the side shell plating.
change.
For unusual bow shapes pe can be specially considered.
cSL
pe shall not be smaller than ps according to 2.1.1 or 1,0
2.1.2 respectively.
Aft of 0,1 L from F.P. up to 0,15 L from F.P. the
pressure between pe and ps is to be graded steadily. 0,5

2.3 Load on stern structures

0
The design load for stern structures from the aft end to 0,5 0,6 0,7 0,8 0,9 1,0 x/L
0,1 L forward of the aft end of L and above the
smallest design ballast draught at the centre of the Fig. 4.2 Distribution factor cSL
rudder stock up to T + c0/2 is to be determined ac-
cording to the following formula:
cSL = distribution factor, see also Fig. 4.2
2
pe = cA ⋅ L [kN / m ]
x
= 0 for ≤ 0,5
cA = 0,3 ⋅ c ≥ 0,36 L

c = see 2.2 x
− 0,5
L x
pe shall not be smaller than ps according to 2.1.1 = for 0,5 < ≤ 0,5 + c2
= c2 L
or 2.1.2 respectively
x
= 1,0 for 0,5 + c2 < ≤ 0, 65 + c2
3. Load on the ship's bottom L
The external load pB of the ship's bottom is to be de- ⎛ x ⎞
termined according to the following formula: ⎜ 1− ⎟
L x
= 0,5 ⎜1 + ⎟ for > 0, 65 + c 2
⎜⎜ 0,35 − c 2 ⎟⎟ L
p B = 10 ⋅ T + p0 ⋅ c F [kN / m 2 ] ⎝ ⎠

L
4. Design bottom slamming pressure c2 = 0,33 ⋅ CB +
2500
The design bottom slamming pressure in the fore body
may be determined by the following formula: c2max = 0,35

pSL = 162 L ⋅ c1 ⋅ cSL ⋅ cA cA = 10/A

= 1,0 for plate panels and stiffeners

for L ≤ 150 m
A = loaded area between the supports of the struc-
= 1984 (1,3 − 0,002 L) c1 ⋅ cSL ⋅ cA ture considered [m2]

for L > 150 m 0,3 ≤ cA ≤ 1,0

Chapter 1 Section 4 D Design Loads I - Part 6
Page 4–4 GL 2012

5. Load on decks of superstructures and x x

deckhouses m = mo − 5 (mo − 1) for 0 ≤ ≤ 0, 2
L L
5.1 The load on exposed decks and parts of super- x
= 1,0 for 0, 2 < ≤ 0,7
structure and deckhouse decks, which are not to be L
treated as strength deck, is to be determined as follows:
m0 + 1 ⎡ x ⎤ x
= 1+ − 0,7 ⎥ for 0, 7 < ≤ 1, 0
p DA = pD ⋅ n [kN / m ] 2
0,3 ⎢⎣ L ⎦ L

pD = load according to 1.1 m0 = (1,5 + F)

z − H v0 = see A.2.2. v0 is not to be taken less than L [kn]

n = 1 −
10
1.2 The loads due to single forces PE are to be
= 1,0 for the forecastle deck determined as follows:
nmin = 0,5 P = PE (1 + a v ) [kN]
For deckhouses the value so determined may be mul-
tiplied by the factor 2. Loads on accommodation and machinery
decks
⎛ b' ⎞
⎜ 0,7 B' + 0,3 ⎟ 2.1 The deck load in accommodation and service
⎝ ⎠
spaces is:
b' = breadth of deckhouse
p = 3,5 (1 + a v ) [kN / m 2 ]
B' = largest breadth of ship at the position considered
Except for the forecastle deck the minimum load is: 2.2 The deck load of machinery decks is:

p DA min = 4, 0 kN / m 2 p = 8 (1 + a v ) [kN / m 2 ]

5.2 For exposed wheel house tops the load is not 2.3 Significant single forces are also to be con-
to be taken less than sidered, if necessary.

p = 2,5 kN / m 2

D. Loads on Tank Structures

C. Cargo Loads, Load on Accommodation
Decks 1. Design pressure for filled tanks

1.1 The design pressure for service conditions is

1. Load on cargo decks
the greater of the following values:
1.1 The load on cargo decks is to be determined p1 = 9,81 ⋅ h1 ⋅ ρ (1 + av) + 100 ⋅ pv [kN/m2]
according to the following formula:
pL = pc (1 + av) [kN/m2] or

p1 = 9,81⋅ ρ[h1⋅ cosϕ + (0,3 ⋅ b + y) sinϕ]

pc = static cargo load [kN/m2]
If no cargo load is given: pc = 7 ⋅ h for 'tween decks + 100 ⋅ pv [kN/m2]
but not less than 15 kN/m2.
h1 = distance of load centre from tank top [m]
h = mean 'tween deck height [m]
av = see C.1.1
In way of hatch casings the increased height of cargo
is to be taken into account ϕ = design heeling angle [°] for tanks
av = acceleration addition as follows:
⎛ H⎞
= arctan ⎜ f bk ⋅ ⎟ in general
av = F ⋅ m ⎝ B⎠

v0 fbk = 0,5 for ships with bilge keel

F = 0,11
L = 0,6 for ships without bilge keel
I - Part 6 Section 4 E Design Loads Chapter 1
GL 2012 Page 4–5

ϕ ≥ 20° for hatch covers of holds carrying 2. Design pressure for partially filled tanks
liquids
2.1 For tanks which may be partially filled be-
b = upper breadth of tank [m] tween 20 % and 90 % of their height, the design pres-
sure is not to be taken less than given by the following
y = distance of load centre from the vertical
formulae:
longitudinal central plane of tank [m]
2.1.1 For structures located within At/4 from the
For ballast water tanks,
bulkheads limiting the free liquid surface in the ship's
pv = working pressure [bar] during ballast water longitudinal direction:
exchange, not to be taken less than 0,1 bar
for the sequential method as well as for the ⎛ L ⎞
pd = ⎜ 4 − A t ⋅ ρ ⋅ n x + 100 ⋅ p v [kN / m 2 ]
flow-through method. ⎝ 150 ⎟⎠
Δz − 2,5
= + Δp v At = distance [m] between transverse bulkheads or
10 effective transverse wash bulkheads at the
If the ballast water exchange is done by height where the structure is located.
using a ring-ballast system and the dilution
method, for which an equivalent inflow 2.1.2 For structures located within bt/4 from the
and outflow is to be ensured, pv = 0 bar can bulkheads limiting the free liquid surface in the ship's
be used. transverse direction:

Δz = distance [m] from tank top to top of over- ⎛ B⎞

pd = ⎜ 5,5 − b t ⋅ ρ ⋅ n y + 100 ⋅ p v [kN / m 2 ]
flow used for ballast water exchange. ⎝ 20 ⎟⎠
Δp v = pressure losses [bar] in the overflow line
during ballast water exchange, not to be bt = distance [m] between tank sides or effective
taken less than 0,1 bar (see also the GL longitudinal wash bulkhead at the height
Guidelines for the Construction, Equipment where the structure is located
and Testing of Closed Fuel Oil Overflow
4
Systems (VI-3-6), Annex A, 3.1 nx = 1 − x1
At
1.2 The maximum static design pressure is:
4
2
ny = 1 − y1
p 2 = 9,81 ⋅ h 2 [kN / m ] bt

h2 = max (h2,1, h2,2, h2,3, h2,4) x1 = distance of structural element from the tank's
ends in the ship's longitudinal direction [m]
h2.1 = distance [m] from load centre to top of over- y1 = distance of structural element from the tank's
flow according to Section 21, F. Tank venting
sides in the ship's transverse direction [m]
pipes of cargo tanks of tankers are not to be
regarded as overflow pipes.
2.2 For tanks with ratios At/L > 0,1 or bt/B > 0,6
h2.2 = distance [m] from load centre to a point 2,5 ⋅ ρ a direct calculation of the pressure pd may be required.
[m] above tank top. Density of liquid in-
tended to be carried is not to be taken less
than 1 t/m3.
E. Design Values of Acceleration Components
h2.3 = distance [m] from load centre to the highest
point of overflow system, if the tank is con-
nected to such a system. The dynamic pres- 1. Acceleration components
sure increase due to overflowing is to be The following formulae may be taken for guidance
taken into account in addition to the static when calculating the acceleration components owing
pressure p2 (see also the GL Guidelines for to ship's motions.
the Construction, Equipment and Testing of
Closed Fuel Oil Overflow Systems (VI-3-6).
Vertical acceleration:
h2.4 = distance [m] from load centre to a point 10 ⋅
pv [m] above tank top, if a pressure relief valve 2 2 1,5
⎛ 45 ⎞ ⎛ x ⎞ ⎛ 0,6 ⎞
is fitted. Set pressure pv of pressure relief valve az = ± a0 1 + ⎜ 5,3 − ⎟ ⎜ − 0,45⎟ ⎜ ⎟
is not to be taken less than 0,25 ⋅ ρ [bar]. ⎝ L ⎠ ⎝L ⎠ ⎝ CB ⎠
Chapter 1 Section 4 E Design Loads I - Part 6
Page 4–6 GL 2012

Transverse acceleration: Table 4.2 Probability factor fQ for a straight-

line spectrum of seaway-induced
2 2
⎛x ⎞ ⎛ z − T⎞ stress ranges
ay = ± a0 0,6 + 2,5 ⎜ − 0,45⎟ + k ⎜1 + 0,6 ⋅ k ⎟
⎝ L ⎠ ⎝ B ⎠
Q fQ
Longitudinal acceleration: 10–8 1,000
10–7 0,875
ax = ± a0 0, 06 + A 2 − 0, 25 A
10–6 0,750
where 10–5 0,625
⎛ L z − T ⎞ 0, 6
A = ⎜ 0,7 − + 5 ⎟ 10–4 0,500
⎝ 1200 L ⎠ CB
The acceleration components take account of the fol- 2. Combined acceleration
lowing components of motion:
The combined acceleration aß may be determined by
Vertical acceleration (vertical to the base line) due to
means of the "acceleration ellipse" according to
heave and pitch.
Fig. 4.3 (e.g. y-z-plane).
Transverse acceleration (vertical to the ship's side)
due to sway, yaw and roll including gravity compo- centre of gravity
nent of roll.
Longitudinal acceleration (in longitudinal direction) due
to surge and pitch including gravity component of pitch.
ax, ay and az are maximum dimensionless accelera-
b
tions (i.e., relative to the acceleration of gravity g) in b max
the related directions x, y and z. For calculation pur-

1,0
poses they are considered to act separately.

⎛ v 3 ⋅ c0 ⋅ c L ⎞
a 0 = ⎜ 0, 2 0 + ⎟ fQ
ab

⎜ L0 L0 ⎟ ay
⎝ ⎠

L0 = length of ship L [m], but for determination of

az

a0 the length L0 shall not be taken less than

100 m

13 ⋅ GM
k = at L/2
B
GM = metacentric height [m]
kmin = 1,0 at the ends
C.L.
fQ = probability factor depending on probability
level Q as outlined in Table 4.2 Fig. 4.3 Acceleration ellipse
I - Part 6 Section 5 A Longitudinal Strength
GL 2012
Section 5
Longitudinal Strength
A. General
1. Scope
1.1 For ships of categories I – II as defined in
4.1.3, the scantlings of the longitudinal hull structure
are to be determined on the basis of longitudinal bend-
ing moments and shear forces calculations. For ships
which do not belong to these categories i.e. in general
for ships of less than 65 m in length, see Section 7,
A.4.
1.2 The wave bending moments and shear forces
specified under B.3. are design values which, in con-
nection with the scantling formulae, correspond to a
probability level of Q = 10–8. Reduced values may be
used for the purpose of determining combined stresses
as specified under D.1.
2. Calculation particulars
The curves of the still water bending moments and
still water shear forces for the envisaged loading and
ballast conditions are to be calculated.
3. Assumptions for calculation, loading con-
ditions
3.1 The calculation of still water bending mo-
ments and shear forces is to be carried out for the
following three loading conditions:
– departure condition
– arrival condition
– transitory conditions (reduced provisions and
ballast variations between departure and arrival)
For determining the scantlings of the longitudinal hull
structure, the maximum values of the still water bend-
ing moments and shear forces are to be used.
3.2 In general, the loading conditions specified in
4.3.2 are to be investigated.
3.3 For special ships, the calculation of bending
moments and shear forces for other loading conditions
according to the intended service may be required to
be investigated.
3.4 Where for ships of unusual design and form
as well as for ships with large deck openings a com-
plex stress analysis of the ship in the seaway becomes
necessary, the analysis will normally be done at the
Head Office by using computer programs of GL and
processing the data prepared by the yard.
Chapter 1
Page 5–1
4. Loading guidance information
4.1 General, definitions
4.1.1 Loading guidance information 1 is a means in
accordance with Regulation 10(1) of ICLL which
enables the master to load and ballast the ship in a safe
manner without exceeding the permissible stresses.
4.1.2 An approved loading manual is to be supplied
for all ships except those of Category II with length
less than 90 m in which the deadweight does not ex-
ceed 30 % of the displacement at the summer loadline.
In addition, an approved loading instrument is to be
supplied for all ships of Category I of 100 m in length
and above. In special cases, e. g. extreme loading con-
ditions or unusual structural configurations, GL may
also require an approved loading instrument for ships
of Category I less than 100 m in length.
4.1.3 The following definitions apply:
Loading manual is a document which describes:
– the loading conditions on which the design of the
ship has been based, including permissible limits
of still water bending moment and shear force
and shear force correction values and, where ap-
plicable, permissible limits related to still water
torsional moment and lateral loads
– the results of calculations of still water bending
moments, shear forces and still water torsional
moments if unsymmetrical loading conditions
with respect to the ships centreline
– the allowable local loadings for the structure
(hatch covers, decks, double bottom, etc.)
A loading instrument 2 is an approved analogue or
digital instrument consisting of
– loading computer (Hardware) and
– loading program (Software)
by means of which it can be easily and quickly ascer-
tained that, at specified read-out points, the still water
bending moments, shear forces, and the still water
torsional moments and lateral loads, where applicable,
in any load or ballast condition will not exceed the
specified permissible values.
1 Upon request, GL will prepare the loading guidance information.
2
For definition of the whole loading computer system, which
may consist of further modules e.g. stability computer accord-
ing to IACS UR L5, see the GL Guidelines for Loading Com-
puter Systems (VI-11-7).
Chapter 1 Section 5 A Longitudinal Strength
Page 5–2
An operational manual is always to be provided for
the loading instrument. The operational manual is to
be approved.
Loading computers have to be type tested and certi-
fied. Type approved hardware may be waived, if re-
dundancy is ensured by a second certified loading
instrument. Type approval is required if
– the computers are installed on the bridge or in
adjacent spaces
– interfaces to other systems of ship operation are
provided
For type approval the relevant rules and guidelines are
to be observed.
Loading programs shall be approved and certified.
Single point loading programs are not acceptable.
Ship categories for the purpose of this Section are
defined for all classed seagoing ships of 65 m in
length and above as follows:
Category I Ships:
Ships with large deck openings where combined
stresses due to vertical and horizontal hull girder
bending and torsional and lateral loads have to be
considered.
Ships more than 120 metres in length, where the cargo
and/or ballast may be unevenly distributed.
Ships less than 120 metres in length, when their de-
sign takes into account uneven distribution of cargo or
ballast, belong to Category II.
Category II Ships:
Ships with arrangement giving small possibilities for
variation in the distribution of cargo and ballast.
Ships on regular and fixed trading patterns where the
loading manual gives sufficient guidance.
The exception given under Category I.
In general offshore service vessels belong to Category
II and shall be designed in accordance with the follow-
ing requirements of this section.
If the ship has to be assigned to Category I (unsym-
metrical arrangement of heavy duty crane, large deck
openings e.g. large moon pools etc.) the requirements
in the GL Rules for Hull Structures (I-1-1), Section 5
shall be considered.
4.2 Conditions of approval for loading manual
The approved loading manual is to be based on the
final data of the ship. The manual shall include the
design loading and ballast conditions upon which the
approval of the hull constructional units is based.
4.3.2 contains, as guidance only, a list of the loading
conditions which, in general, are to be included in the
loading manual. In case of modifications resulting in
I - Part 6
GL 2012
changes in the main data of the ship, a newly approved
loading manual is to be issued.
The loading manual shall be prepared in a language
understood by the users. If this language is not Eng-
lish, a translation into English is to be included.
4.3 Design load conditions
4.3.1 In general the loading manual should contain
the design loading and ballast conditions, subdivided
into departure and arrival conditions and, where appli-
cable, ballast exchange at sea conditions upon which
the approval of the hull scantlings is based.
Where the amount and disposition of consumables at
any transitory stage of the voyage are considered to
result in a more severe loading condition, calculations
for such transitory conditions are to be submitted in
addition to those for departure and arrival conditions.
Also, where any ballasting and/or deballasting is in-
tended during voyage, calculations of the transitory
conditions before and after ballasting and/or deballast-
ing any ballast tank are to be submitted and, after
approval, included in the loading manual for guidance.
4.3.1.1 Partially filled ballast tanks in ballast load-
ing conditions
Ballast loading conditions involving partially filled
peak and/or other ballast tanks at departure, arrival or
during intermediate conditions are not permitted to be
considered as design conditions, unless
– design stress limits are not exceeded in all filling
levels between empty and full;
To demonstrate compliance with all filling levels
between empty and full, it will be acceptable if, in
each condition at departure, arrival and where required
by 4.3.2 any intermediate condition, the tanks in-
tended to be partially filled are assumed to be:
– empty
– full
– partially filled at intended level
Where multiple tanks are intended to be partially filled,
all combinations of empty, full or partially filled at
intended level for those tanks are to be investigated.
The trim conditions mentioned above are:
– trim by stern of 0,03 L, or
– trim by bow of 0,015 L, or
– any trim that cannot maintain propeller immer-
sion (I/D) not less than 25%
I = the distance from propeller centreline to the
waterline
D = propeller diameter
The maximum and minimum filling levels of the
above mentioned pairs of side ballast tanks are to be
indicated in the loading manual.
I - Part 6 Section 5 B Longitudinal Strength
GL 2012
4.3.1.2 Partially filled ballast tanks in combina-
tion with cargo loading conditions
In such cargo loading conditions, the requirements in
4.3.1.1 apply to the peak tanks only.
4.3.1.3 Sequential ballast water exchange
Requirements of 4.3.1.1 and 4.3.1.2 are not applicable
to ballast water exchange using the sequential method.
However, bending moment and shear force calcula-
tions for each (reasonable, scantling determining)
deballasting or ballasting stage in the ballast water
exchange sequence are to be included in the loading
manual or ballast water management plan of any ves-
sel that intends to employ the sequential ballast water
exchange method.
4.3.2 In particular the following loading conditions
are to be checked:
– loading conditions at maximum draught
– ballast conditions
– special loading conditions, e.g.
– load conditions at less than the maximum
draught
– heavy cargo, empty holds or non-homogene-
ous cargo conditions
– deck cargo conditions, etc., where applicable
– docking conditions afloat
– loading and unloading transitory conditions,
where applicable
4.4 Class maintenance of loading guidance
information
At each Annual and Class Renewal Survey, it is to be
checked that the approved loading guidance informa-
tion is available on board.
5. Definitions
CB = block coefficient as defined in Section 1, H.4.
CB is not to be taken less than 0,6
c0 = wave coefficient according to Section 4, A.2.2
cL = length coefficient according to Section 4, A.2.2
eB = distance [m] between neutral axis of hull
section and base line
eD = distance [m] between neutral axis of hull
section and deck line at side
Iy = moment of inertia of the midship section [m4]
around the horizontal axis at the position x/L
ez = vertical distance of the structural element
considered from the horizontal neutral axis
[m] (positive sign for above the neutral axis,
negative sign for below)
Chapter 1
Page 5–3
k = material factor according to Section 2, B.2.
MSW = permissible vertical still water bending mo-
ment [kNm] (positive sign for hogging, nega-
tive sign for sagging condition)
MWV = vertical wave bending moment [kNm] (posi-
tive sign for hogging, MWVhog, negative sign
for sagging condition, MWVsag)
MT = total bending moment in the seaway [kNm]
= MSW + MWV
MWH = horizontal wave bending moment [kNm]
(positive sign for tension in starboard side,
negative for compression in starboard side)
QSW = permissible vertical still water shear force [kN]
QWV = vertical wave shear force [kN]
QT = total vertical shear force in the seaway [kN]
= QSW + QWV
QWH = horizontal wave shear force [kN]
v0 = speed of the ship [kn] according to Section 1,
H.5.
x = distance [m] between aft end of length L and
the position considered
Sign rule see Fig. 5.1
z
x
(+)
y
L
Fig. 5.1 Sign rule
B. Loads on the Ship's Hull
1. General
In general the global loads on the hull in a seaway can
be calculated with the formulas stated below.
For ships of unusual form and design (e.g. L/B ≤ 5,
B/H ≥ 2,5 or CB < 0,6) and for ships with a speed of:
v0 ≥ 1,6 ⋅ L [kn]
as well as for ships with large bow and stern flare and
with cargo on deck in these areas GL may require de-
termination of wave bending moments as well as their
distribution over the ship's length by approved calcula-
tion procedures. Such calculation procedures shall take
into account the ship's motions in a natural seaway.
Chapter 1 Section 5 B Longitudinal Strength I - Part 6
Page 5–4 GL 2012

2. Still Water Loads cM

cv
2.1 General 1,0
Due to the provided loading cases the vertical longitu- cMS
dinal bending moments and shear forces are to be
proved by calculations for cases in intact conditions cMH
(MSW, QSW) and if required for damage conditions
(MSWf, QSWf).
Still water loads have to be superimposed with the x/L
0,65 × cv
wave induced loads according to 3. 0 0,4 0,65 1,0

3. Wave induced loads Fig. 5.2 Distribution factor cM and influence

factor cv
3.1 Vertical wave bending moments
3.2 Vertical wave shear forces
The vertical wave bending moments are to be deter-
mined according to the following formula: The vertical wave shear forces are to be determined by
the following formula:
M WV = L2 ⋅ B ⋅ c0 ⋅ c1 ⋅ cL ⋅ cM [kNm]
Q WV = c0 ⋅ cL ⋅ L ⋅ B ⋅ ( CB + 0, 7 ) ⋅ cQ [kN]
c0,cL = see Section 4, A.2.2
c0, cL = see Section 4, A.2.2
c1 = hogging, sagging condition, as follows:
cQ = distribution factor according to Table 5.1, see
c1H = 0,19 ⋅ CB for hogging condition also Fig. 5.3
c1S = – 0,11 (CB + 0,7) for sagging condition c1H
m = −
cM = distribution factor, see also Fig. 5.2 c1S

cMH = hogging condition c1H, c1S = see 3.1

x x
= 2,5 ⋅ for 0 ≤ < 0, 4 cQ (+)
L L 0,3 × cv

x 0,276 · m
= 1,0 for 0, 4 ≤ ≤ 0, 65
L 0,210

x
1, 0 −
L x
= for 0, 65 < ≤1
0,35 L
0 x/L
0,0 0,2 0,3 0,4 0,6 0,7 0,85 1,0
cMS = sagging condition 0
x x
= c v ⋅ 2,5 for 0 ≤ < 0, 4
L L
x
= cv for 0,4 ≤ ≤ 0,65 ⋅ cv
L 0,210
x 0,3 · m
− 0, 65 ⋅ c v 0,276
x
= cv − L for 0, 65 ⋅ c v < ≤ 1 cQ (-)
1 − 0, 65 ⋅ c v L
Fig. 5.3 Distribution factor cQ
cv = influence factor with regard to speed v0 of the
vessel
3.3 Horizontal bending moments
v0
= 3 ≥ 1, 0 M WH = 0,32 ⋅ L ⋅ Q WH max ⋅ cM [kNm]
1, 4 ⋅ L

for L the value need not be less than 100 cM = see 3.1, but for cv = 1

= 1,0 for damaged condition QWHmax = see 3.4

I - Part 6 Section 5 C Longitudinal Strength Chapter 1
GL 2012 Page 5–5

Table 5.1 Distribution factor cQ

Range for positive shear forces for negative shear forces

x x x
0 ≤ < 0, 2 1,38 ⋅ m ⋅ − 1,38 ⋅
L L L
x
0,2 ≤ < 0,3 0,276 ⋅ m – 0,276
L
x x ⎛ x⎞
0,3 ≤ < 0, 4 1,104 ⋅ m − 0,63 + ( 2,1 − 2,76 ⋅ m ) ⋅ − ⎜ 0,474 − 0,66 ⋅ ⎟
L L ⎝ L⎠
x
0,4 ≤ < 0, 6 0,21 – 0,21
L
x ⎛x ⎞ ⎛ x⎞
0,6 ≤ < 0, 7 (3 ⋅ cv − 2,1) ⋅ ⎜ − 0,6 ⎟ + 0,21 − ⎜ 1,47 − 1,8 ⋅ m + 3 ⋅ ( m − 0,7 ) ⋅ ⎟
L ⎝ L ⎠ ⎝ L ⎠
x − 0,3 ⋅ m
0,7 ≤ < 0,85 0,3 ⋅ c v
L
x 1 ⎡ ⎛ x ⎞ x ⎤ ⎛ x⎞
0,85 ≤ ≤ 1,0 ⋅ ⎢cv ⋅ ⎜ 14 ⋅ − 11⎟ − 20 ⋅ + 17 ⎥ − 2 ⋅ m ⋅ ⎜1 − ⎟
L 3 ⎣ ⎝ L ⎠ L ⎦ ⎝ L ⎠

cQH
3.4 Horizontal shear forces
1
QWHmax = ± cN ⋅ L ⋅ T ⋅ B ⋅ CB ⋅ c0 ⋅ cL [kN]
0,5
L
cN = 1 + 0,15 0,15
B 0 0,1 0,3 0,4 0,6 0,7 0,8 1
cNmin = 2
Fig. 5.4 Distribution factor cQH
QWH = QWHmax ⋅ cQH
cQH = distribution factor acc. to Table 5.2, see
also Fig. 5.4 C. Section Moduli, Moments of Inertia, Shear
and Buckling Strength
Table 5.2 Distribution factor cQH
1. Section moduli as a function of the longi-
Range cQH tudinal bending moments
x x 1.1 The section moduli related to deck WD respec-
0 ≤ < 0,1 0, 4 + 6 ⋅
L L tively WD' or bottom WB are not to be less than:
x
0,1 ≤ ≤ 0,3 1
L MSW + M WV
W = fr ⋅ [m3 ]
x ⎛x ⎞ σp ⋅ 103
0,3 < < 0, 4 1, 0 − 5 ⋅ ⎜ − 0,3 ⎟
L ⎝L ⎠
fr = 1,0 in general
x
0, 4 ≤ ≤ 0,6 0,5
L σp = permissible longitudinal bending stress [N/mm2]
x ⎛x ⎞ = cs ⋅ σp0
0, 6 < < 0, 7 0,5 + 5 ⋅ ⎜ − 0, 6 ⎟
L ⎝L ⎠
x 18,5 ⋅ L
0, 7 ≤ ≤ 0,8 1,0 σp0 = for L < 90 m
L k
x ⎛x ⎞ 175
0,8 < ≤ 1, 0 1, 0 − 4, 25 ⋅ ⎜ − 0,8 ⎟ = for L ≥ 90 m
L ⎝ L ⎠ k
Chapter 1 Section 5 C Longitudinal Strength I - Part 6
Page 5–6 GL 2012

5 x x 4. Calculation of section moduli

cs = 0,5 + ⋅ for 0 ≤ < 0,3
3 L L
4.1 The bottom section modulus WB and the deck
x section modulus WD are to be determined by the fol-
= 1,0 for 0,3 ≤ ≤ 0, 7 lowing formulae:
L
Iy
5 ⎛ x⎞ x WB = [m3 ]
= ⋅ ⎜1,3 − ⎟ for 0, 7 < ≤ 1, 0 eB
3 ⎝ L⎠ L
Iy [m3 ]
1.2 For the ranges outside 0,4 L amidships the WD =
eD
factor may be increased up to cs = 1,0 if this is justi-
fied under consideration of combined stresses due to Continuous structural elements above eD (e.g. trunks,
longitudinal hull girder bending (including bending longitudinal hatch coamings, decks with a large camber,
due to impact loads), horizontal bending, torsion and longitudinal stiffeners and longitudinal girders arranged
local loads and also under consideration of the buck- above deck, bulwarks contributing to longitudinal strength
ling strength. etc.) may be considered when determining the section
modulus, provided they have shear connection with the
1.3 The required section moduli shall be fulfilled hull and are effectively supported by longitudinal bulk-
inside and outside 0,4 L amidships in general. Outside heads or by rigid longitudinal or transverse deep girders.
0,4 L particular attention shall be paid for the follow-
ing locations: The fictitious deck section modulus is then to be de-
termined by the following formula:
– in way of the forward end of the engine room
Iy
– in way of the forward end of the foremost cargo WD' = [m3 ]
hold e'D
– at any locations where there are significant ⎛ y⎞
changes in hull cross section e'D = z ⋅ ⎜ 0,9 + 0,2 ⋅ ⎟ [m]
⎝ B⎠
– at any locations where there are changes in the
z = distance [m] from neutral axis of the cross section
framing system
considered to top of continuous strength member
– for ships with cargo holds aft of the superstruc- y = distance [m] from centre line to top of continu-
ture, deckhouse or engine room, locations in ous strength member
way of the aft end of the aft-most hold and in
way of the aft end of the superstructure, deck- It is assumed that e'D > eD.
house or engine room
4.2 When calculating the section modulus, open-
2. Minimum midship section modulus ings of continuous longitudinal strength members
shall be taken into account.
2.1 The section modulus related to deck and Large openings, i.e. openings exceeding 2,5 m in length
bottom is not to be less than the following minimum or 1,2 m in breadth and scallops, where scallop-welding
value: is applied, are always to be deducted from the sectional
areas used in the section modulus calculation.
Wmin = k ⋅ co ⋅ L2 ⋅ B ⋅ ( CB + 0,7) ⋅ 10−6 [m3 ]
Smaller openings (manholes, lightening holes, single
scallops in way of seams etc.) need not be deducted
c0 = according to Section 4, A.2.2 provided that the sum of their breadths or shadow area
breadths in one transverse section is not reducing the
2.2 The scantlings of all continuous longitudinal section modulus at deck or bottom by more than 3 %
members based on the minimum section modulus re- and provided that the height of lightening holes, drain-
quirement are to be maintained within 0,4 L amidships. ing holes and single scallops in longitudinals or longi-
tudinal girders does not exceed 25 % of the web depth,
3. Midship section moment of inertia for scallops 75 mm at most (see Fig. 5.5).
The moment of inertia related to the horizontal axis is A deduction-free sum of smaller opening breadths in
not to be less than: one transverse section in the bottom or deck area of
0,06 ⋅ (B – Σb) may be considered equivalent to the
L above reduction in section modulus by 3 %.
Iy = 3 ⋅ 10−2 ⋅ W ⋅ [m 4 ]
k B = breadth of the ship at the considered transverse
section
W = see 1. and/or 2.1, the greater value is to be
taken Σb = sum of breadth of large openings [m]
I - Part 6 Section 5 D Longitudinal Strength Chapter 1
GL 2012 Page 5–7

The shadow area will be obtained by drawing two tan- The stresses σL and τL are to be considered in the for-
gent lines with an opening angle of 30°, see Fig. 5.5. mulas for dimensioning of plate thicknesses (Section
6, B.1. and C.1. and Section 12, B.1.), longitudinals
(Section 9, B.2.) and grillage systems (Section 8, C.8.
and Section 10, E.2.).
into account
to be taken

If no complete hull analysis is carried out, the most

cross section unfavourable values of the stress combinations ac-
considered cording to Table 5.3 are to be taken for σL and τL
respectively. The formulae in Table 5.3 contain σSW,
30°

σWV and σWH according to 2. and τSW, τWV and τWH

according to 3. as well as:
shadow area
fF = weighting factor for the simultaneousness of
global and local loads
= 0,8 for dimensioning of longitudinal struc-
tures according to Sections 3 and 6 to 12
Fig. 5.5 Shadow area
x ⎛ x⎞
= 0, 75 + ⋅ ⎜1 − ⎟
Note L ⎝ L⎠
In case of large openings local strengthening may be for fatigue strength calculations according to
required which will be considered in each individual Section 20
case (see also Section 7, A.3.1).
fQ = probability factor according to Section 4, Ta-
5. Shear strength ble 4.2

The shear stress in longitudinal structures due to the fQmin = 0,75 for Q = 10–6
vertical transverse forces QT acc. to E.2. shall not ex-
ceed 110/k N/mm2. Table 5.3 Load cases and stress combinations
The shear stresses are to be determined according to D.3.
Load
Design stresses σL, τL
case
6. Proof of buckling strength
σL1a = σSW + fQ ⋅ σWV
All longitudinal hull structural elements subjected to L1a
compressive stresses resulting from MT according to τL1 a = 0, 7 ⋅ τSW + 0, 7 ⋅ f Q ⋅ τWV
E.1. and QT according to E.2. are to be examined for
sufficient resistance to buckling according to Section σ L1b = 0, 7 ⋅ σSW + 0, 7 ⋅ f Q ⋅ σ WV
3, F. For this purpose the following load combinations L1b
τL1 b = τSW + fQ ⋅ τWV
are to be investigated:
– MT and 0,7 ⋅ QT σL2a = σSW + f Q ⋅ ( 0,6 ⋅ σWV + σWH )
L2a
– 0,7 ⋅ MT and QT τ L2 a = 0, 7 ⋅ τSW + 0, 7 ⋅ f Q ⋅ ( 0, 6 ⋅ τ WV + τ WH )

The stresses are to be calculated according to D. σL2b = 0, 7 ⋅ σSW + 0, 7 ⋅ f Q ⋅ ( 0, 6 ⋅ σ WV + σ WH )

L2b
τ L2 b = τSW + fQ ⋅ ( 0, 6 ⋅ τ WV + τ WH )

D. Design Stresses L1a, b = Load caused by vertical bending moment.

L2a, b = Load caused by vertical and horizontal bending
1. General moment.

Design stresses for the purpose of this rule are global

load stresses, which are acting: Note
– as normal stresses σL in ship's longitudinal di- fQ is a function of the design lifetime. For a lifetime of
rection: n > 20 years, fQ may be determined by the following
– for plates as membrane stresses formula for a straight-line spectrum of seaway-
induced stress ranges:
– for longitudinal profiles and longitudinal
girders in the bar axis ⎛ 2 ⋅ 10− 5 ⎞
fQ = − 0,125 ⋅ log ⎜ ⎟
– shear stresses τL in the plate level ⎜ n ⎟
⎝ ⎠
Chapter 1 Section 5 D Longitudinal Strength I - Part 6
Page 5–8 GL 2012

For greatest vertical wave bending moment: 2. Normal stresses in the ship's longitudinal
direction
σ'WV = ( 0, 43 + C ) ⋅ σ WVhog
2.1 Normal stresses from vertical bending
τ'WV = ( 0, 43 + C ) ⋅ τ WVhog moments
For smallest vertical wave bending moment: 2.1.1 statical from MSW:

⎣⎡ 0,43 + C ⋅ ( 0,5 - C ) ⎦⎤ ⋅ σ WVhog MSW ⋅ ez

σ'WV = σSW = [N / mm 2 ]
+ C ⋅ ( 0,43 + C ) ⋅ σ WVsag I y ⋅ 103

⎡⎣ 0, 43 + C ⋅ ( 0,5 − C ) ⎤⎦ ⋅ τ WVhog MSW = still water bending moment according to A.5.

τ'WV = at the position x/L
+ C ⋅ ( 0, 43 + C ) ⋅ τ WVsag
2.1.2 dynamical from MWV:
2
⎛x ⎞
C = ⎜ − 0,5 ⎟ M WV ⋅ e z
⎝L ⎠ σ WV = [N / mm 2 ]
I y ⋅ 103
The stress components (with the proper signs: tension
positive, compression negative) are to be added such,
that for σL and τL extreme values are resulting. 2.2 Normal stresses due to horizontal bending
moments
1.1 Buckling strength dynamical from MWH:
For structures loaded by compression and/or shear
forces, sufficient buckling strength according to Sec- M WH ⋅ e y
σ WH = − [N / mm 2 ]
tion 3, F. is to be proved. I z ⋅ 103

1.2 Permissible stresses MWH = horizontal wave bending moment according

The equivalent stress from σL and τL is not to exceed to B.3.3 at the position x/L
the following value: Iz = moment of inertia [m4] of the transverse ship
section considered around the vertical axis at
190 the position x/L
σv = σ L2 + 3 ⋅ τL2 ≤ [N / mm 2 ]
k
ey = horizontal distance of the structure consid-
1.3 Structural design ered from the vertical, neutral axis [m]
ey is positive at the port side,
1.3.1 In general, longitudinal structures are to be de-
negative at the starboard side
signed such, that they run through transverse structures
continuously. Major discontinuities have to be avoided.
3. Shear stresses
If longitudinal structures are to be staggered, sufficient
shifting elements shall be provided. Shear stress distribution shall be calculated by calcula-
tion procedures approved by GL. For ships with multi-
1.3.2 The required welding details and classifying cell transverse cross sections (e. g. double hull ships),
of notches result from the fatigue strength analysis the use of such a calculation procedure, especially
according to Section 20. with non-uniform distribution of the load over the
Within the upper and lower hull girder flange, the ship's transverse section, may be stipulated.
FAT classes for the welded joints (see Section 20, Ta-
ble 20.3) shall not be less than 3.1 Shear stresses due to vertical shear forces

(MWVhog − MWVsag ) ⋅ ez As a first approximation for ships without longitudinal

ΔσRmin = [N/ mm2 ] bulkheads or with 2 longitudinal bulkheads, the distri-
(4110 − 29 ⋅ n) ⋅ I y bution of the shear stress in the shell and in the longi-
tudinal bulkheads can be calculated with the following
MWVhog, MWVsag = vertical wave bending moment formula:
for hogging and sagging ac-
statical from QSW:
cording to B.3.1
n = design lifetime of the ship QSW ⋅ Sy ( z )
τSW = ⋅ ( 0,5 − α ) [N / mm 2 ]
≥ 20 [years] Iy ⋅ t
I - Part 6 Section 5 E Longitudinal Strength Chapter 1
GL 2012 Page 5–9

dynamical from QWV: For harbour- and offshore terminal conditions the wave
loads may be multiplied with the following factors:
QWV ⋅ Sy ( z )
τWV = ⋅ ( 0,5 − α ) [N / mm2 ] – harbour conditions (normally): 0,1
Iy ⋅ t
– offshore terminal conditions: 0,5
Sy(z) = first moment of the sectional area considered [m3],
From the following two values for MT:
above or below, respectively, the level z consid-
ered, and related to the horizontal, neutral axis 1
MT = σ D ⋅ WD(a) ⋅ 103 [kNm]
t = thickness of side shell plating respectively of fr
the plating of the longitudinal bulkhead con-
1
sidered [mm] = σ B ⋅ WB(a) ⋅ 103 [kNm]
fr
α = 0 for ships without longitudinal bulkheads
the smaller one is to be taken.
If two longitudinal bulkheads are arranged:
WD(a), WB(a) = actual section modulus in the deck
A or bottom, respectively
α = 0,16 + 0,08 ⋅ S
AL
σD, σ'D = longitudinal bending stress [N/mm2]
for the longitudinal bulkhead
for the ship's upper hull girder flange
AS = σSW + σWV
= 0,34 − 0, 08 ⋅
AL
for the shell σB = longitudinal bending stress [N/mm2]
for the ship's lower hull girder flange
AS = area of cross section of the shell within depth
H [m2] = σSW + σWV

AL = area of cross section of longitudinal bulkhead
within depth H [m2]
For ships of normal shape and construction, the ratio
Sy/Iy determined for the midship section can be used
for all cross sections.
σSW, σWV longitudinal stress according to D.2.
fr = 1,0 (in general)
In the range between x/L = 0,3 and x/L = 0,7 the per-
missible still water bending moment shall generally
not exceed the value obtained for x/L = 0,5.

3.2 Shear stresses due to horizontal shear forces

2. Vertical shear forces
3. is to be applied to correspondingly.
The permissible still water shear forces for any cross
section within the length L are to be determined by the
following formula:
E. Permissible Still Water Loads QSW = QT − Q WV [kN]

1. Vertical bending moments QT = permissible total shear force [kN], for which
the permissible shear stress τ = τSW + τWV
The permissible still water bending moments for any will be reached but not exceeded at any point
section within the length L are to be determined by the
of the section considered
following formulae:
τ = permissible shear stress [N/mm2]
MSW = M T − M WV [kNm]
QWV = according to B.3.2
MWV = according to B.3.1 For harbour and offshore terminal conditions, see 1.
I - Part 6 Section 6 B Shell Structures Chapter 1
GL 2012 Page 6–1

Section 6

Shell Structures

A. General, Definitions B. Bottom Plating

1. General 1. Plate thickness based on load-stress criteria

1.1 The application of the design formulae given
in B.1.2 and C.1.2 to ships of less than 90 m in length 1.1 Ships with lengths L < 90 m
may be accepted when a proof of longitudinal strength The thickness of the bottom shell plating within 0,4 L
has been carried out. amidships is not to be less than:
1.2 The plate thicknesses are to be tapered gradu-
ally, if different. t B1 = 1,9 ⋅ n f ⋅ a pB ⋅ k + t K [mm]

Gradual taper is also to be effected between the thick-

Within 0,1 L forward of the aft end of the length L
nesses required for strengthening of the bottom for-
and within 0,05 L aft of F.P. the thickness is not to be
ward as per E.2. and the adjacent thicknesses.
less than tB2 according to 1.2.

2. Definitions
1.2 Ships with length L ≥ 90 m
k = material factor according to Section 2, B.2.
The thickness of the bottom plating is not to be less
pB = load on bottom [kN/m2] according to Section than the greater of the two following values:
4, B.3.
ps, ps1= load on sides [kN/m2] according to Section 4, pB
t B1 = 18,3 ⋅ nf ⋅ a + tK [mm]
B.2.1 σpA
pe = design pressure for the bow area [kN/m2]
t B2 = 1,21 ⋅ a pB ⋅ k + t K [mm]
according to Section 4, B.2.2 or according to
Section 4, B.2.3 for the stern area as the case σpA = σperm2 − 3 ⋅ τL2 − 0,89 ⋅ σLB [N/ mm2 ]
may be
pSL = design slamming pressure [kN/m2] according
to Section 4, B.4. 2. Buckling strength
nf = 1,0 for transverse framing The plate thickness of bottom plating obtained from 1.
= 0,83 for longitudinal framing is to be verified according to Section 3, F. Section 5,
C.6. applies where solely longitudinal hull girder
σLB = maximum bottom design hull girder bending bending stress need to be considered. Section 8, C.8
stress [N/mm2] according to Section 5, D.1. applies where the combined action of longitudinal hull
girder bending and local loads has to be considered.
σLS = maximum design hull girder bending stress in
the side shell at the station considered accord-
ing to Section 5, D.1. [N/mm2] 3. Minimum thickness
τL = maximum design shear stress due to longitu-
3.1 At no point the thickness of the bottom shell
dinal hull girder bending [N/mm2] according
plating shall be less than:
to Section 5, D.1.
σperm = permissible design stress [N/mm2] t min = (1,5 − 0, 01 L ) L ⋅ k [mm]
for L < 50 m
⎛ L ⎞ 230
= ⎜ 0,8 + [N / mm2 ] for L < 90 m
⎝ 450 ⎟⎠ k
= L⋅k [mm]
230 for L ≥ 50 m
= [N / mm2 ] for L ≥ 90 m
k
tK = corrosion addition according to Section 3, K. t max = 16, 0 mm in general
Chapter 1 Section 6 C Shell Structures I - Part 6
Page 6–2 GL 2012

4. Bilge strake bL = distance of the longitudinal stiffener from the

end of corner radius [mm]
4.1 The thickness of the bilge strake is to be
determined as required for the bottom plating accord- R = bilge radius [mm]
ing to 1. The minimum thickness is defined by C.2. p = ps, ps1 or pB at the end of corner radius or pSL
The thickness so determined is to be verified for suffi- as the case may be [kN/m2].
cient buckling strength according to the requirements
of Section 5, C.6. and Section 3, F., see Table 3.4, t = plate thickness [mm]
load cases 1 a, 1 b, 2 and 4.
If the derived thickness for the plane plate field is
If this verification shows that a smaller thickness than larger than that for the curved bilge strake according
that of the bottom plating is possible, such smaller to 4.1 the reinforcement is to be expanded by a mini-
thickness may be permitted. mum of R/6 into the radius.

4.2 If according to Section 2, B. a higher steel 5. Flat plate keel

grade than A/AH is required for the bilge strake, the
width of the bilge strake is not to be less than:
5.1 The width of the flat plate keel is not to be
b = 800 + 5 L [mm] less than:

b = 800 + 5 L [mm]
4.3 At the end of the curved bilge strake longitu-
dinal stiffeners or girders are to be arranged. When the The thickness of the flat plate keel is not to be less than:
stiffeners are arranged outside the bilge radius suffi-
cient buckling resistance according to Section 3, F. is t FK = t B + 2, 0 [mm]
to be shown for the plane plate fields
within 0,7 L amidships and in way
⎛ R⎞ of the engine seating
aL ⋅ ⎜ bL +
⎝ 4 ⎟⎠
= tB [mm] otherwise

tB = thickness of the bottom plating [mm] accord-

ing to 1. – 3.

5.2 For ships exceeding 100 m in length, the

bottom of which is longitudinally framed, the flat plate
R/6 keel is to be stiffened by additional longitudinal stiff-
eners fitted at a distance of approx. 500 mm from
centre line. The sectional area of one longitudinal
stiffener should not be less than 0,2 L [cm2].
R

aL

C. Side Shell Plating

R/4 bL
a
1. Plate thickness based on load-stress criteria
taking into account the stresses according to Section 5,
D.1. and the compression stresses 1.1 Ships with lengths L < 90 m

p ⋅ R The thickness of the side shell plating within 0,4 L

σq = 3
[N / mm 2 ] amidships is not to be less than:
t ⋅ 10

acting coincidently in the transverse direction. tS1 = 1,9 ⋅ n f ⋅ a ps ⋅ k + t K [mm]

The thickness of these plate fields shall not be less
than the thickness derived from 1., 3. and C.1. respec-
tively.
For the frame spacing a and the field length A, aL and
bL + R/4 are to be taken accordingly, see sketch.
aL = spacing of the floors or transverse stiffeners
respectively [mm]
Within 0,1 L forward of the aft end of the length L
and within 0,05 L aft of F.P. the thickness is not to be
less than tS2 according to 1.2.
1.2 Ships with lengths L ≥ 90 m
The thickness of the side shell plating is not to be less
than the greater of the following values:
I - Part 6 Section 6 C Shell Structures Chapter 1
GL 2012 Page 6–3

ps Regarding welding between sheerstrake and deck

tS1 = 18,3 ⋅ n f ⋅ a + tK [mm] stringer see Section 7, A.2.
σ pA
Holes for scuppers and other openings are to be care-
fully rounded, any notches shall be avoided.
tS2 = 1, 21 ⋅ a p ⋅ k + tK [mm]

4. Buckling strength
ps1
tS3 = 18,3 ⋅ n f ⋅ a + tK [mm]
σpA max For ships for which proof of longitudinal strength is
required or carried out proof of buckling strength of
the side shell is to be provided in accordance with the
σpA = σ2perm − 3 ⋅ τ2L − 0,89 ⋅ σLS [N/ mm2 ] requirements of Section 5, C.6. and Section 3, F.

2
⎛ 230 ⎞ 2 2 5. Strengthenings for harbour and tug ma-
σpAmax= ⎜ ⎟ − 3 ⋅ τL − 0,89 ⋅ σLS [N / mm ] noeuvres
⎝ k ⎠
p = ps or pe as the case may be 5.1 In those zones of the side shell which may be
exposed to concentrated loads due to operating ma-
1.3 In way of large shear forces, the shear stres- noeuvres the plate thickness is not to be less than
ses are to be checked in accordance with Section 5, D. required by 5.2.
Where the side shell thickness so determined exceeds
2. Minimum thickness the thickness required by 1. – 3. it is recommended to
specially mark these areas.
The minimum thickness of the side shell plating in-
cluding the bilge strake is not to be less than:
5.2 The plate thickness in the strengthened areas
t = 7 + 0,04 L [m] is to be determined by the following formula:

L does not need to be taken greater than 100m. t = 0,65 ⋅ PfA ⋅ k + t K [mm]

Above a level T + co/2 above base line smaller thick-

PfA = local design force [kN]
nesses than tmin may be accepted if the stress level
permits such reduction.
= D/100 [kN] with a minimum of 200 kN
For co see Section 4, A.2.2.
D = displacement of the ship at scantling draught
[t]
3. Sheerstrake
5.3 In the strengthened areas the section modulus
3.1 The width of the sheerstrake is not to be less
of side longitudinals is not to be less than:
than:
b = 800 + 5 L [mm] W = 0,35 ⋅ PfA ⋅ A ⋅ k [cm3 ]
b max = 1 800 [mm]
A = unsupported span of longitudinal [m]
3.2 The thickness of the sheerstrake shall, in
general, not be less than the greater of the following 5.4 Tween decks, transverse bulkheads, stringer
two values: and transverse walls are to be investigated for suffi-
cient buckling strength against loads acting in the
t = 0,5 ( t D + t S ) [mm] ship's transverse direction. For scantlings of side
transverses supporting side longitudinals see Section
= tS [mm]
9, B.5.4.
tD = required thickness of strength deck
6. Fenders
tS = required thickness of side shell
6.1 Unless the shell plates at upper deck and
3.3 Where the connection of the deck with the forecastle are specially assessed or otherwise in-
sheerstrake is rounded, the radius is to be at least 15 creased for impact loads, longitudinal fenders are
times the plate thickness normally to be fitted on the ship's sides at upper deck
and forecastle deck. Fenders at the forcastle deck shall
3.4 Welds on upper edge of sheerstrake are sub- extend at least 0,2 L forward of the section where the
ject to special approval. deck has its full breadth.
Chapter 1 Section 6 F Shell Structures I - Part 6
Page 6–4 GL 2012

6.2 Material of the fenders is to be steel having 1.4 Distances deviating from those defined in 1.2
ductility and weldability not less than that required for and 1.3 may be accepted on the basis of direct calcula-
Grade A material. tions.

6.3 In the forebody additional inclined fenders 1.5 Within the areas defined in 1.1 any scalloping
shall be arranged between the longitudinal fenders. is to be restricted to holes for welding and for limbers.
These fenders may be omitted if the side shell plate
thickness is increased as specified in 6.4 x
2. Bottom plating forward of = 0, 5
L
6.4 Where fenders are omitted, the thickness of
the side shell plating at upper deck and forecastle deck 2.1 The thickness of the bottom plating of the flat
shall be at least twice the thickness required above for part of the ship's bottom up to a height of 0,05 · Tb or
a breadth of at least 0,1 L. 0,3 m above base line, whichever is the smaller value,
is not to be less than:

t = 0,9 ⋅ f 2 ⋅ a pSL ⋅ k + t K [mm]

D. Side Plating of Superstructures
Tb = smallest design ballast draft at the forward
1. The side plating of effective superstructures perpendicular [m]
is to be determined according to C. f2 = see Section 3, A.3.

2. The side plating of non-effective superstruc- 2.2 Above 0,05 Tb or 0,3 m above base line the
tures is to be determined according to Section 16. plate thickness may gradually be tapered to the rule
thickness determined according to B. For ships with a
3. For the definition of effective and non-effec- rise of floor the strengthened plating shall at least
tive superstructures see Section 16, A.1. For strength- extend to the bilge curvature.
ening at ends of superstructures see Section 16, A.3.
x
3. Stiffeners forward of = 0, 5
L
3.1 The section modulus of transverse or longitu-
E. Strengthening of Bottom Forward dinal stiffeners is not to be less than:

1. Arrangement of floors and girders W = 0,155 ⋅ pSL ⋅ a ⋅ A 2 ⋅ k [cm3 ]

1.1 For the purpose of arranging floors and gird- 3.2 The shear area of the stiffeners is not to be
ers the following areas are defined: less than:
x A = 0, 028 ⋅ pSL ⋅ a (A − 0,5 ⋅ a) k [cm 2 ]
− forward of = 0, 7 for L ≤ 100 m
L
The area of the welded connection has to be at least
x twice this value.
− forward of = (0, 6 + 0, 001 L)
L
for 100 < L ≤ 150 m
F. Strengthenings in Way of Propellers and
x Propeller Shaft Brackets, Bilge Keels
− forward of = 0, 75 for L > 150 m
L
1. Strengthenings in way of propellers and
1.2 In case of transverse framing, plate floors are propeller shaft brackets
to be fitted at every frame. Where the longitudinal
framing system or the longitudinal girder system is 1.1 The thickness of the shell plating in way of
adopted the spacing of plate floors may be equal to propellers is to be determined according to C.
three transverse frame spaces.
Note
1.3 In case of transverse framing, the spacing of
It is recommended that plate fields and stiffeners of shell
side girders is not to exceed L/250 + 0,9 [m], up to a
structures in the vicinity of the propeller(s) be specially
maximum of 1,4 m.
considered from a vibration point of view (see also
In case of longitudinal framing, the side girders are to be Section 8, B.1.2.3 and Section 12, A.8). For vessels with
fitted not more than two longitudinal frame spacings a single propeller, plate fields and stiffeners should fulfil
apart. the following frequency criteria:
I - Part 6 Section 6 G Shell Structures Chapter 1
GL 2012 Page 6–5

for α ≥ 0.3 2.3 Any scallops or cut-outs in the bilge keels are
to be avoided.
0 < dr ≤ 1 1 < dr ≤ 2 2 < dr ≤ 3
3xh
fplate > 4,40 ⋅ fblade 3,45 ⋅ fblade 2,40 ⋅ fblade min. 100

h
fstiff > 4,40 ⋅ fblade 3,45 ⋅ fblade 2,40 ⋅ fblade
for α < 0.3
0 < dr ≤ 1 1 < dr ≤ 3
fplate > 3,45 ⋅ fblade 2,40 ⋅ fblade
fstiff > 3,45 ⋅ fblade 2,40 ⋅ fblade

P
α =
Δ

t
P = nominal main engine output [kW]
Δ = ship's design displacement [ton]
~ 1,5 b
fplate 1 = lowest natural frequency of isotropic plate
field under consideration of additional out-
fitting and hydrodynamic masses [Hz]
fstiff 1 = lowest natural frequency of stiffener un- r ³ 2t

b
der consideration of additional outfitting
and hydrodynamic masses [Hz]
r
dr = ratio ≥ 1,0
dp
Fig. 6.1 Soft transition zones at the ends of bilge
r = distance of plate field or stiffener to 12 keels
o'clock propeller blade tip position [m]
dp = propeller diameter [m]
G. Openings in the Shell Plating
fblade = propeller blade passage excitation fre-
quency at n [Hz] 1. General
1
= ⋅ n ⋅ z [ Hz ] 1.1 Where openings are cut in the shell plating
60 for windows or side scuttles, hawses, scuppers, sea
n = maximum propeller shaft revolution rate valves etc., they are to have well rounded corners. If
[1/min] they exceed 500 mm in width in ships up to L =
70 metres, and 700 mm in ships having a length L of
z = number of propeller blades more than 70 metres, the openings are to be sur-
rounded by framing, a thicker plate or a doubling.
1.2 In way of propeller shaft brackets, Section
19, B.4.3 has to be observed. 1.2 Above openings in the sheer strake within
0,4 L amidships, generally a strengthened plate or a
2. Bilge keels continuous doubling is to be provided compensating the
omitted plate sectional area. For shell doors and similar
2.1 Where bilge keels are provided they are to be large openings see J. Special strengthening is required
welded to continuous flat bars, which are connected to in the range of openings at ends of superstructures.
the shell plating with their flat side by means of a con-
tinuous watertight welded seam, see bottom of Fig. 6.1. 1.3 The shell plating in way of the hawse pipes is
to be reinforced.
2.2 The ends of the bilge keels are to have soft
transition zones according to Fig. 6.1, top. The ends of 2. Pipe connections at the shell plating
the bilge keels shall terminate above an internal stiff-
Scupper pipes and valves are to be connected to the
ening element.
shell by weld flanges. Instead of weld flanges short
flanged sockets of adequate thickness may be used if
1 The natural frequencies of plate fields and stiffeners can be they are welded to the shell in an appropriate manner.
estimated by POSEIDON or by means of the software tool Reference is made to Section 21, E.
GL LocVibs which can be downloaded from the GL homepage
www.gl-group.com/en/gltools/GL-Tools.php. Construction drawings are to be submitted for approval.
Chapter 1 Section 6 H Shell Structures I - Part 6
Page 6–6 GL 2012

H. Side Shell Doors and Stern Doors
1. General
1.1 These requirements apply to side shell doors
abaft the collision bulkhead and to stern doors leading
into enclosed spaces.
1.2 Securing device is a device used to keep the
door closed by preventing it from rotating about its
hinges.
Supporting device is a device used to transmit exter-
nal or internal loads from the door to a securing device
and from the securing device to the ship's structure, or
a device other than a securing device, such as a hinge,
stopper or other fixed device, that transmits loads from
the door to the ship's structure.
Locking device is a device that locks a securing de-
vice in the closed position.
where k is the material factor as given in Section 2,
B.2.1, but is not to be taken less than 0,72 unless a fa-
tigue analysis is carried out according to Section 20.
3.1.2 The buckling strength of primary members is
to be verified according to Section 3, F.
3.1.3 For steel to steel bearings in securing and
supporting devices, the nominal bearing pressure
calculated by dividing the design force by the pro-
jected bearing area is not to exceed 0,8 ⋅ ReH, where
ReH is the yield strength of the bearing material. For
other bearing materials, the permissible bearing pres-
sure is to be determined according to the manufac-
turer's specification.
3.1.4 The arrangement of securing and supporting
devices is to be such that threaded bolts do not carry
support forces. The maximum tension stress in way of
threads of bolts not carrying support forces is not to
exceed 125/k [N/mm2].

2. Arrangement 4. Design loads

4.1 The design forces considered for the scant-

2.1 Stern doors and side shell doors may be ei- lings of primary members, securing and supporting
ther below or above the freeboard deck. devices of side shell doors and stern doors are to be
not less than the greater of the following values:
2.2 Side shell doors and stern doors are to be so
fitted as to ensure tightness and structural integrity 4.1.1 Design forces for securing or supporting
commensurate with their location and the surrounding devices of doors opening inwards:
structure.
– external force: Fe = A ⋅ pe + Fp [kN]
2.3 Where the sill of any side shell door is below
– internal force: Fi = Fo + 10 ⋅ W [kN]
the uppermost load line, the arrangement is to be spe-
cially considered.
4.1.2 Design forces for securing or supporting
In case of ice strengthening see Section 15. devices of doors opening outwards:
– external force: Fe = A ⋅ pe [kN]
2.4 Doors should preferably open outwards.
– internal force: Fi = Fo + 10 ⋅ W + Fp [kN]
3. Strength criteria
4.1.3 Design forces for primary members:
3.1 Primary structure and securing and sup-
porting devices – external force: Fe = A ⋅ pe [kN]
– internal force: Fi = Fo + 10 ⋅ W [kN]
3.1.1 Scantlings of the primary members, securing
and supporting devices of side shell doors and stern A = area of the door opening [m2]
doors are to be so designed that under the design loads
defined in 4. the following stresses are not exceeded: W = mass of the door [t]
bending stress: Fp = total packing force [kN], where the packing
line pressure is normally not to be taken less
120 than 5 N/mm
σ = [N / mm 2 ]
k
Fo = the greater of Fc or 5 ⋅ A [kN]
shear stress:
Fc = accidental force [kN] due to loose of cargo
80
τ = [N / mm 2 ] etc., to be uniformly distributed over the area
k A and not to be taken less than 300 kN. For
equivalent stress: small doors such as bunker doors and pilot
doors, the value of Fc may be appropriately
150 reduced. However, the value of Fc may be
σv = σ 2 + 3 τ2 = [N / mm 2 ]
k taken as zero, provided an additional struc-
I - Part 6 Section 6 H Shell Structures
GL 2012
ture such as an inner ramp is fitted, which is
capable of protecting the door from acciden-
tal forces due to loose cargoes.
pe = external design pressure determined at the
centre of gravity of the door opening and not
taken less than:
= ps acc. to Section 4, B.2.1 or:
pe = 10 ( T − z G ) + 25 [kN / m 2 ]
for z G < T
= 25 [kN / m 2 ] for zG ≥ T
zG = height of centre of area of door above base
line [m]
5. Scantlings
5.1 General
5.1.1 The strength of side shell doors is to be com-
mensurate with that of the surrounding structure.
5.1.2 Side shell doors are to be adequately stiffened
and means are to be provided to prevent lateral or verti-
cal movement of the doors when closed. For visor
doors adequate strength for the opening and closing
operations is to be provided in the connections of the
lifting arms to the door structure and to the ship struc-
ture.
– Where doors also serve as vehicle ramps, the
design of the hinges shall take into account the
ship's angle of trim and heel which may result in
uneven loading on the hinges.
– Shell door openings are to have well-rounded
corners and adequate compensation is to be ar-
ranged with web frames at sides and stringers or
equivalent above and below.
5.2 Plating and secondary stiffeners
5.2.1 The thickness of the side shell door plating is
not to be less than the side shell thickness tS2 accord-
ing to C.1.2, using side shell door stiffener spacing,
but in no case less than the required minimum thick-
ness of the shell plating according to C.2.
5.2.2 The section modulus of horizontal or vertical
stiffeners is not to be less than that required for fram-
ing at the position of the door according to Section 9.
Consideration is to be given, where necessary, to dif-
ferences in fixity between ship's frames and side shell
doors stiffeners.
Where doors serve as vehicle ramps, plate thickness
and stiffener scantlings are to comply with the re-
quirements of Section 7, B.2.
Chapter 1
Page 6–7
5.3 Primary structure
5.3.1 The side shell door secondary stiffeners are to
be supported by primary members constituting the
main stiffening of the door.
5.3.2 The primary members of the side shell door
and the hull structure in way are to have sufficient
stiffness to ensure integrity of the boundary support of
the door.
5.3.3 Scantlings of the primary members are gen-
erally to be verified by direct calculations in associa-
tion with the external design pressure given in 4.1.3
and permissible stresses given in 3.1.1. Normally,
formulae for simple beam theory may be applied.
6. Securing and supporting of side shell and
stern doors
6.1 General
6.1.1 Side shell doors are to be fitted with adequate
means of securing and supporting so as to be commen-
surate with the strength and stiffness of the surround-
ing structure. The hull supporting structure in way of the
side shell doors is to be suitable for the same design
loads and design stresses as the securing and support-
ing devices. Where packing is required, the packing
material is to be of a comparatively soft type, and the
supporting forces are to be carried by the steel structure
only. Other types of packing may be considered. The
maximum design clearance between securing and sup-
porting devices is generally not to exceed 3 mm.
A means is to be provided for mechanically fixing the
door in the open position.
6.1.2 Only the active supporting and securing de-
vices having an effective stiffness in the relevant di-
rection are to be included and considered to calculate
the reaction forces acting on the devices. Small and/or
flexible devices such as cleats intended to provide
load compression of the packing material are not gen-
erally to be included in the calculations called for in
6.2.2. The number of securing and supporting devices
are generally to be the minimum practical whilst tak-
ing into account the redundancy requirements given in
6.2.3 and the available space for adequate support in
the hull structure.
6.2 Scantlings
6.2.1 Securing and supporting devices are to be
adequately designed so that they can withstand the
reaction forces within the permissible stresses given in
3.1.1.
6.2.2 The distribution of the reaction forces acting
on the securing and supporting devices may require to
be verified by direct calculations taking into account
the flexibility of the hull structure and the actual posi-
tion and stiffness of the supports. This is, for instance,
the case when the side shell door is supported stati-
cally undetermined.
Chapter 1 Section 6 I Shell Structures
Page 6–8
6.2.3 The arrangement of securing and supporting
devices in way of these securing devices is to be de-
signed with redundancy so that in the event of failure
of any single securing or supporting device the re-
maining devices are capable of withstanding the reac-
tion forces without exceeding by more than 20 per
cent the permissible stresses as given in 3.1.
6.2.4 All load transmitting elements in the design
load path, from door through securing and supporting
devices into the ship structure, including welded con-
nections, are to be of the same strength standard as
required for the securing and supporting devices.
7. Arrangement of securing and locking de-
vices
7.1 Systems for operation
7.1.1 Securing devices are to be simple to operate
and easily accessible.
Securing devices are to be equipped with mechanical
locking arrangement (self locking or separate ar-
rangement), or to be of the gravity type. The opening
and closing systems as well as securing and locking
devices are to be interlocked in such a way that they
can only operate in the proper sequence.
7.1.2 Side shell doors and stern doors giving access
to vehicle decks are to be provided with an arrange-
ment for remote control, from a position above the
freeboard deck of:
– the closing and opening of the doors, and
– associated securing and locking devices for
every door
Indication of the open/closed position of every secur-
ing and locking device is to be provided at the remote
control stations. The operating panels for operation of
doors are to be inaccessible to unauthorized persons.
A notice plate, giving instructions to the effect that all
securing devices are to be closed and locked before
leaving harbour, is to be placed at each operating
panel and is to be supplemented by warning indicator
lights.
7.1.3 Where hydraulic securing devices are ap-
plied, the system is to be mechanically lockable in
closed position. This means that, in the event of loss
of the hydraulic fluid, the securing devices remain
locked. The hydraulic system for securing and locking
devices is to be isolated from other hydraulic circuits,
when in closed position.
7.2 Systems for indication/monitoring
7.2.1 Indicator lights shall be provided on the
bridge and at the operating console for indication that
the bow door and the inner door are closed and the
locking and securing devices are in their correct posi-
tions. Deviations from the correct closed, locked and
I - Part 6
GL 2012
secured condition shall be indicated by optical and
audible alarms.
The indicator panel shall be provided with
– a power failure alarm
– an earth failure alarm
– a lamp test and
– separate indication for door closed, door locked,
door not closed and door not locked
Switching the indicating lights off is not permitted.
7.2.2 The indicator system is to be designed on the
self-monitoring principle and is to be alarmed by vis-
ual and audible means if the door is not fully closed
and not fully locked or if securing devices become
open or locking devices become unsecured. The
power supply for the indicator system is to be inde-
pendent of the power supply for operating and closing
doors. The sensors of the indicator system are to be
protected from water, ice formation and mechanical
damages. Degree of protection: at least IP 56.
7.2.3 The indication panel on the navigation bridge
is to be equipped with a selector switch "harbour/sea
voyage", so arranged that alarm is given if vessel
leaves harbour with the side shell door or stern door
not closed and with any of the securing devices not in
the correct position.
I. Bulwark
1. The thickness of bulwark plating is not to be
less than
t = 7,5 [mm] for L ≤ 133 m
= 0,65 L [mm] for L > 133 m
L need not be taken greater than 200 m. The thickness
of bulwark plating forward particularly exposed to
wash of sea is to be equal to the thickness of the fore-
castle side plating according to Section 16, B.1.
In way of superstructures above the freeboard deck
abaft 0,25 L from F.P. the thickness of the bulwark
plating may be reduced by 0,5 mm.
2. The bulwark height or height of guard rail is
not to be less than 1,0 m.
3. In general the bulwark should be inwardly
slanted as shown in Fig. 6.2.
4. Plate bulwarks are to be stiffened at the upper
edge by a bulwark rail section.
I - Part 6 Section 6 I Shell Structures Chapter 1
GL 2012 Page 6–9

5. The bulwark is to be supported by bulwark
stays fitted at every alternate frame. Where the stays
are designed as per Fig. 6.2, the section modulus of
their cross section effectively attached to the deck is
not to be less than:
W = 4 ⋅ p ⋅ e ⋅ A 2 [cm3 ]
The stays are to be fitted above deck beams, beam
knees or carlings. It is recommended to provide flat
bars in the lower part which are to be effectively con-
nected to the deck plating. Particularly in ships the
strength deck of which is made of higher tensile steel,
smooth transitions are to be provided at the end con-
nection of the flat bar faces to deck.

p = ps or pe as the case may be 6. On ships carrying deck cargo, the bulwark

stays are to be effectively connected to the bulwark
pmin = 15 kN/m2 and the deck. The stays are to be designed for a load at
an angle of heel of 30°. Under such loads the follow-
e = spacing of stays [m] ing stresses are not to be exceeded:
A = length of stay [m] bending stress:
120
The dimensions for calculation of W are to be taken σb = [N / mm 2 ]
vertical to the plating starting from the base of the k
stays.
shear stress:
In addition Section 3, E.2.3 shall be considered. 80
τ = [N / mm 2 ]
k

For loads caused by stow and lashing arrangements,

section for see also Section 21, H.
calculation of
the modulus 7. An adequate number of expansion joints is to
be provided in the bulwark. In longitudinal direction
the stays adjacent to the expansion joints shall be as
flexible as practicable.
The number of expansion joints for ships exceeding
60 m in length should not be less than:
L
n = ,
40
but need not be greater than n = 5

8. Openings in the bulwarks shall have suffi-

cient distance from the end bulkheads of superstruc-
tures. For avoiding cracks the connection of bulwarks
to deckhouse supports is to be carefully designed.

9. For the connection of bulwarks with the sheer

strake C.3.4 is to be observed.

10. Bulwarks are to be provided with freeing

ports of sufficient size. See also Section 21, E.2. and
Fig. 6.2 Bulwark stay ICLL.
I - Part 6 Section 7 A Decks
GL 2012
Section 7
Decks
A. Strength Deck
1. General, Definition
1.1 The strength deck is:
– the uppermost continuous deck which is forming
the upper flange of the hull structure
– a superstructure deck which extends into 0,4 L
amidships and the length of which exceeds
0,15 L
– a quarter deck or the deck of a sunk superstruc-
ture which extends into 0,4 L amidships
1.2 In way of a superstructure deck which is to be
considered as a strength deck, the deck below the
superstructure deck is to have the same scantlings as a
2nd deck, and the deck below this deck the same
scantlings as a 3rd deck. For strengthening of the
stringer plate in the breaks, see Section 16, A.3.
1.3 If the strength deck is protected by sheathing
a smaller corrosion allowance tk than required by
Section 3, J. may be permitted. Where a sheathing
other than wood is used, attention is to be paid that the
sheathing does not affect the steel. The sheathing is to
be effectively fitted to the deck. Thickness of wooden
sheating is to be at least 50mm.
1.4 In areas for the stowage of heavy cargoes the
thickness of deck plating is to be suitably increased.
1.5 Where heavy cargo is carried on deck, effec-
tive means such as steel cradles or steel or wooden
dunnage are to be provided to uniformly distribute the
cargo weight in the deck structures.
1.6 The following definitions apply throughout
this Section:
k = material factor according to Section 2, B.2.
pD = load according to Section 4, B.1.
pL = load according to Section 4, C.1.
tK = corrosion addition according to Section 3, J.
2. Connection between strength deck and
sheerstrake
2.1 The welded connection between strength deck
and sheerstrake may be performed by fillet welds ac-
cording to Section 19, Table 19.3. Where the plate
thickness exceeds approximately 25 mm, a double bevel
Chapter 1
Page 7–1
weld connection according to Section 19, B.3.2, shall
be provided for instead of fillet welds. Bevelling of the
deck stringer to 0,65 times of its thickness in way of the
welded connection is admissible.
In special cases a double bevel weld connection may
also be required, where the plate thickness is less than
25 mm.
2.2 Where the connection of deck stringer to
sheerstrake is rounded, the requirements of Section 6,
C.3.3 are to be observed.
3. Openings in the strength deck
3.1 All openings in the strength deck shall have
well rounded corners. Circular openings are to be
edge-reinforced. The sectional area of the face bar is
not to be less than:
Af = 0, 25 ⋅ d ⋅ t [cm 2 ]
d = diameter of openings [cm]
t = deck thickness [cm]
The reinforcing face bar may be dispensed with,
where the diameter is less than 300 mm and the small-
est distance from another opening is not less than
5 × diameter of the smaller opening. The distance be-
tween the outer edge of openings for pipes etc. and the
ship's side is not to be less than the opening diameter.
3.2 The hatchway corners are to be surrounded
by strengthened plates which are to extend over at
least one frame spacing fore-and-aft and athwartships.
Within 0,5 L amidships, the thickness of the strength-
ened plate is to be equal to the deck thickness abreast
the hatchway plus the deck thickness between the
hatchways. Outside 0,5 L amidships the thickness of
the strengthened plate shall not exceed 1,6 times the
thickness of the deck plating abreast the hatchway.
For ships with large hatch openings see 3.6.
The reinforcement may be dispensed with in case of
proof by a fatigue analysis.
3.3 The corner radius of openings is not to be less
than:
⎛ b⎞
r = n ⋅ b ⎜1 −
⎝ B ⎟⎠
rmin = 0,1 m
Chapter 1 Section 7 A Decks I - Part 6
Page 7–2 GL 2012

A 5. Scantlings of strength deck of ships of

n = more than 65 m in length
200

nmin = 0,1 5.1 Deck sectional area

The deck sectional area abreast the hatchways, if any,
nmax = 0,25 is to be so determined that the section moduli of the
cross sections are in accordance with the requirements
A = length of opening [m] of Section 5, C.

b = breadth of opening [m] 5.2 Buckling strength

b/B need not be taken smaller than 0,4. In regard to buckling strength the requirements of
Section 6, B.2 apply analogously.
3.4 The dimensions of the elliptical and paraboli-
cal corners shall be as shown in Fig. 7.1: 5.3 Deck stringer
If the thickness of the strength deck plating is less than
a that of the side shell plating, a stringer plate is to be
fitted having the width of the sheerstrake and the
thickness of the side shell plating.

6. Minimum thickness
c

6.1 The thickness of deck plating for 0,4 L amid-

ships is not to be less than the greater of 8 mm and of
a ³ 2c the two following values:
c = r according to 3.3
t min = (4,5 + 0, 05 L) k [mm]
Fig. 7.1 Elliptic or parabolic hatch corner or
tE = according to 7.1
Where smaller values are taken for a and c, reinforced
insert plates are required which will be considered in L need not be taken greater than 200 m.
each individual case.
The thickness of the working deck at any position is to
be not less than 8 mm.
3.5 At the corners of the engine room casings,
strengthenings according to 3.1 may also be required,
depending on the position and the dimensions of the 6.2 When the deck is located above a level of
casing. T + c0 above basis a smaller thickness than tmin may
be accepted if the stress level permits such reduction.
c0 see Section 4, A.2.2.
3.6 For ships with large deck openings see GL
Rules for Hull Structures (I-1-1), Section 7.
7. Thickness at ship's ends and between
hatchways
4. Scantlings of strength deck of ships up to
65 m in length 7.1 The thickness of strength deck plating tE for
0,1 L from the ends is not to be less than:
The scantlings of the strength deck for ships, for
which proof of longitudinal strength is not required, t E1 = 1, 21 ⋅ a pD ⋅ k + t K [mm]
i.e. in general for ships with length L ≤ 65 m, the
sectional area of the strength deck within 0,4 L amid- t E2 = 1,1 ⋅ a pL ⋅ k + t K [mm]
ships is to be determined such that the requirements
for the minimum midship section modulus according
to Section 5, C.2. are complied with. t E min = ( 5,5 + 0, 02 ⋅ L ) k [mm]

The thickness within 0,4 L amidships is not to be L need not be taken greater than 200 m.
less than the minimum thickness according to 6.
For the ranges 0,1 L from ends the requirements of 7.2 Between the midship thickness and the end
7.1 apply. thickness, the thicknesses are to be tapered gradually.
I - Part 6 Section 7 B Decks Chapter 1
GL 2012 Page 7–3

8. Stowracks for deck cargo c = factor according to the following formulae:

8.1 On deck stowracks for deck cargo are to be for the aspect ratio b/a = 1:
fitted which are effectively attached to the deck. f
for the range 0 < < 0,3:
The stowracks are to be designed for a load at an angle F
of heel of 30°. The load shall not be less than 0.6
times the area between the stowracks in tonnes, evenly f ⎛ f⎞
c = 1,87 − ⎜ 3, 4 − 4, 4 F ⎟
distributed to the stowrack on one side of the vessel. F ⎝ ⎠
Under such loads the following stress values are not to
be exceeded: f
for the range 0,3 ≤ ≤ 1, 0:
F
150
Bending stress: σb ≤ [N/mm2] f
k c = 1, 20 − 0, 40
F
100
Shear stress: τ ≤ [N/mm2] for the aspect ratio b/a ≥ 2,5:
k
f
k = material factor according to Section 2, B.2. for the range 0 < < 0,3:
F

f ⎛ f⎞
c = 2, 00 − ⎜ 5, 2 − 7, 2 ⎟
B. Lower Decks F ⎝ F⎠

1. Thickness of decks for cargo loads f

for the range 0,3 ≤ ≤ 1, 0:
F
1.1 The plate thickness is not to be less than: f
c = 1, 20 − 0,517
t = 1,1 a pL ⋅ k + t K [mm] F
for intermediate values of b/a the factor c is to be
obtained by direct interpolation.
t min = (5,5 + 0, 02 L) k [mm]
f = print area [m2] of wheel or group of wheels
for the 2nd deck
F = area [m2] of plate panel a ⋅ b according to Fig.
= 6,0 mm for other lower decks 7.2
a = width [m] of smaller side of plate panel (in
L need not be taken greater than 200 m. general beam spacing)
1.2 For proof of buckling strength see Section 6, b = width [m] of larger side of plate panel
B.2. F need not be taken greater than 2,5 a2

2. Thickness of decks for wheel loading b

2.1 The thickness of deck plating for wheel load-

ing is to be determined by the following formula:

t = c⋅ P ⋅ k + tK
a

[mm]
f
P = load [kN] of one wheel or group of wheels on
a plate panel a ⋅ b considering the accelera-
tion factor av Fig. 7.2 Footprint of wheel
In case of narrowly spaced wheels these may be
Q
= (1 + a v ) grouped together to one wheel print area.
n
If the footprint of wheel overlaps the plate panel, the
Q = axle load [kN] load P can be scaled by: area of footprint inside plate
For fork lift trucks Q is generally to be taken as the panel divided by area of footprint f.
total weight of the fork lift truck.
2.2 Where the wheel print area is not known, it
n = number of wheels or group of wheels per axle may approximately be determined as follows:
av = see Section 4, C.1.1 P
f = 10−2 [m 2 ]
= 0 for harbour conditions p
Chapter 1 Section 7 C Decks I - Part 6
Page 7–4 GL 2012

p = specific wheel pressure, e.g. for fork lift 2. Design loads

trucks with pneumatic tyres 6 bar or solid
rubber tyres 15 bar. The design load cases (LC) which are described in 2.1
- 2.3 are to be considered.
2.3 In deck beams and girders, the stress is not to As first approximation the wind loads on the helicop-
exceed 165/k [N/mm2]. ter (WHe) or on the structure of the helicopter deck
(WSt) may be determined as following values:
3. Machinery decks and accommodation decks
The scantlings of machinery decks and other accom- W = 0,5 ⋅ ρ ⋅ v W2 ⋅ A ⋅ 10 −3 [kN]
modation decks have to be based on the loads given in
Section 4, C.2. ρ = air density [kg/m3]
The thickness of the plates is not to be less than: = 1,2 for an air temperature of 20°
A = area exposed to wind [m2]
t = 1,1 ⋅ a ⋅ p ⋅ k + tK [mm]
vW = wind velocity [m/s]
t min = 5 mm
2.1 LC 1
helicopter lashed on deck, with the following vertical
forces acting simultaneously:
C. Helicopter Decks
– wheel and/or skid force P acting at the points
resulting from the lashing position and distribu-
1. General tion of the wheels and/or supports according to
helicopter construction.
1.1 The starting/landing zone is to be dimen-
sioned for the largest helicopter type expected to use P = 0,5 ⋅ G (1 + a v ) [kN]
the helicopter deck.
The maximum permissible take-off weight is to be e
P P
indicated in the drawing and will be entered in the
technical file of the Class Certificate.
G = maximum permissible take-off weight [kN]
1.2 For scantling purposes, other loads (cargo,
snow/ice, etc.) are to be considered simultaneously or av = see Section 4, C.1.1
separately, depending on the conditions of operation
P = evenly distributed force over the contact
to be expected. Where these conditions are not known,
area f = 30 × 30 cm for single wheel or
the data contained in 2. may be used as a basis.
according to data supplied by helicopter
1.3 The following provisions in principle apply to manufacturers; for dual wheels or skids to
starting/landing zones on special pillar-supported land- be determined individually in accordance
ing decks or on decks of superstructures and deckhouses. with given dimensions.
e = wheel or skid distance according to heli-
1.4 Requirements regarding structural fire protec- copter types to be expected
tion see Section 22.
– force due to weight of helicopter deck Me as follows:
1.5 Depending of the flag state relevant national
or international standards and regulations have to be M e (1 + a v ) [kN]
fulfilled besides of these GL Rules. The following
examples are given as reference: – load p = 2,0 kN/m2 evenly distributed over the
– Guide to Helicopter/Ship Operations, published entire landing deck for taking into account snow
by the International Chamber of Shipping (ICS) or other environmental loads

– Offshore Helicopter Landing Areas – Guidance to 2.2 LC 2

Standards CAP 437 (Civil Aviation Authority)
– IMO Res. A.855(20): Standards for on board
Helicopter facilities
– Offshore Helideck Design Guidelines, Health
and Safety Executive
– Guidelines for the Management of Offshore
Helideck Operations, UK Offshore Operators
Association
helicopter lashed on deck, with the following horizon-
tal and vertical forces acting simultaneously:
– wheel and/or skid force P acting vertically at the
points resulting from the lashing position and
distribution of the wheels and/or supports ac-
cording to helicopter construction, see LC 1:
P = 0,5 ⋅ G [kN]
I - Part 6 Section 7 C Decks Chapter 1
GL 2012 Page 7–5

– vertical force on supports of the deck due to – forces due to weight of helicopter deck, evenly
weight of helicopter: distributed loads and wind loads according to
LC 3 are to be considered.
M e [kN]

– load p = 2,0 kN/m2 evenly distributed over the 3. Scantlings of structural members
entire landing deck for taking into account snow
or other environmental loads 3.1 Stresses and forces in the supporting structure
are to be evaluated by means of direct calculations.
– horizontal forces on the lashing points of the
helicopter: 3.2 Permissible stresses for stiffeners, girders and
substructure:
H = 0, 6 ⋅ G + WHe [kN]
235
σzul = [N / mm 2 ]
WHe = wind load [kN] on the helicopter at the k ⋅ γf
lashing points
γf = safety factor according to Table 7.1.
wind velocity v W = 50 [m / s]
– horizontal force on supports of the deck due to Table 7.1 Safety factor γf
weight and structure of helicopter deck:
γf
H = 0,6 ⋅ M e + WSt [kN] Structural
element LC 1
LC 3 LC 4
WSt = wind load [kN] on the structure of the LC 2
helicopter deck stiffeners
(deck beams) 1,25 1,10 1,00
wind velocity v W = 50 [m / s]
main girders
1,45 1,45 1,10
2.3 LC 3 (deck girders)
Normal landing impact with the following forces acting load-bearing
simultaneously: structure 1,70 2,00 1,20
(pillar system)
– wheel and/or skid load P at two points simultane-
ously, at an arbitrary (most unfavourable) point of
the helicopter deck (landing zone + safety zone), 3.3 The thickness of the plating is to be deter-
see LC 1 mined according to B.2. where the coefficient c may
be reduced by 5 %.
P = 0, 75 G [kN]
P to be increased by 15 % if the helicopter deck is 3.4 Proof of sufficient buckling strength is to be
part of a deckhouse with accommodations below carried out in accordance with Section 3, F. for struc-
tures subjected to compressive stresses.
– load p = 0,5 kN/m2 evenly distributed over the
entire landing deck for taking into account snow 4. Helicopter deck equipment
or other environmental loads
– force due to weight of helicopter deck Me as fol- 4.1 Deck sheathing
lows:
The landing deck sheathing has to comply with the
M e [kN] following requirements:
– wind load on structure in accordance with the wind – resistant against increased mechanical impact at
velocity admitted for helicopter operation (vw): starting and landing procedure
WSt [kN] – resistant against aircraft fuel, hydraulic and
lubricating oils
where no data are available, vw = 25 m/s may be used
– resistant against dry fire extinguishing powder
2.4 LC4 and foams
emergency/crash landing impact with following verti- – resistant against defrosting expedient and salt
cal forces:
– friction coefficient μ = 0,65 at minimum, to be
– wheel and/or skid load P at two points simultane- checked periodically
ously, at an arbitrary (most unfavourable) point of
the helicopter deck (landing zone + safety zone), No flights shall be undertaken to helicopter decks
see LC 1 where essential visual aids for landing are insufficient.
Adequate cleaning operations or preventive measures
P = 1, 25 ⋅ G [kN] have to be executed regularly on the deck.
Chapter 1 Section 7 C Decks
Page 7–6
4.2 Rope netting
Tautly-stretched rope netting should be provided to aid
the landing of helicopters with wheeled undercarriages
in adverse weather conditions. The intersections should
be knotted or otherwise secured to prevent distortion of
the mesh. It is preferable that the rope be 20 mm diame-
ter sisal, with a maximum mesh size of 200 mm. The
rope should be secured every 1,5 metres round the
landing area perimeter and tensioned to at least 2225 N.
The location of the net should ensure coverage of the
area of the aiming circle but should not cover helicop-
ter deck markings.
Helicopter deck netting may not be applied if only
helicopters with skids are used.
4.3 Helicopter lashing points
Sufficient flush fitting (when not in use) or removable
semi-recessed lashing points shall be provided for
fastening the maximum sized helicopter for which the
helicopter deck is designed. They shall be so located and
be of such strength and construction to secure the heli-
copter when subjected to weather conditions pertinent to
the design considerations of the offshore service vessel.
They shall also take into account the inertial forces re-
sulting from the movement of the service vessel.
4.4 Marking
The marking of the helicopter deck shall be done
according to international or national regulations and
standards, see 1.5.
4.5 Wind direction indicator
A wind direction indicator shall be located on the
offshore service vessel which, in so far as is practica-
ble, indicates the actual wind conditions over the heli-
copter deck. Units on which night helicopter opera-
tions take place shall have provisions to illuminate the
wind direction indicator, see GL Rules for Machinery
and Systems (I-6-2), Section 18 G.
5. Personnel safety measures
5.1 Means of escape
At least two means of escape have to be provided
from the helicopter deck. They shall be situated at the
maximum possible distance from each other.
I - Part 6
GL 2012
5.2 Safety net and railings
Safety nets for personnel protection shall be installed
around the landing area except where adequate struc-
tural protection against falls exists. The netting used
shall be of a flexible nature, with the inboard edge
fastened level with, or just below, the edge of the
helicopter landing deck. The net itself shall extend 1,5
m in the horizontal plane and be arranged so that the
outboard edge is slightly above the level of the landing
area, but by not more than 0,25 m, so that it has an
upward and outward slope of at least 10°. The net
shall be strong enough to withstand and contain, with-
out damage a 75 kg weight being dropped from a
height of 1 m.
If handrails are used, they shall be retractable, col-
lapsible and removable and painted in a contrasting
colour scheme. Procedures shall be in place to retract,
collapse or remove them prior to helicopter arrival.
Once the helicopter has landed and the crew have
indicated that passenger movement may commence,
the hand rails may be raised and locked in position.
The hand rails shall be retracted, collapsed or removed
again prior to the helicopter take-off.
6. Drainage
Every helicopter deck shall have a drainage system
which will direct any rainwater and fuel spills within
its boundary to a safe place. Any distortion of the
deck’s surface due to, for example, loads from a heli-
copter at rest shall not modify the landing area drain-
age system to the extent of allowing spilled fuel to
remain on deck. A system of guttering or a slightly
raised kerb shall be provided around the perimeter to
prevent spilled fuel falling on to other parts of the
service vessel and to conduct the spillage to an appro-
priate drainage system.
The capacity of the drainage system shall be sufficient
to accept a maximum spillage of fuel on the deck. The
calculation of the amount of spillage to be contained
shall be based on an analysis of the helicopter type,
fuel capacity, typical fuel loads and uplifts. The design
of the drainage system shall preclude blockage by
debris. The helicopter deck area shall be properly
sealed so that spillage will only route into the drainage
system.
I - Part 6 Section 8 B Bottom Structures Chapter 1
GL 2012 Page 8–1

Section 8

Bottom Structures

A. General The depth of the floor plates is not to be less than:

1. Stern area h = 55 ⋅ B − 45 [mm]

h min = 180 mm
1.1 Flat parts of the ship's bottom in the stern
area are to be efficiently stiffened.
In ships having rise of floor, at 0,1 A from the ends of
1.2 Where the stern area is subjected to loads due the length A where possible, the depth of the floor
to heavy cargo, sufficient strengthening are to be pro- plate webs shall not be less than half the required
vided. depth.
In ships having a considerable rise of floor, the depth
of the floor plate webs at the beginning of the turn of
B. Single Bottom bilge is not to be less than the depth of the frame.

The web thickness is not to be less than:

1. Floor plates
h
1.1 General t = + 3 [mm]
100
1.1.1 Floor plates are to be fitted at every frame.
For the connection with the frames, see Section 19, The web sectional area is to be determined according
B.4.2. to C.6.2.2 analogously.
1.1.2 Deep floors, particularly in the after peak, are 1.2.2 The face plates of the floor plates are to be
to be provided with buckling stiffeners.
continuous over the span A. If they are interrupted at
1.1.3 The floor plates are to be provided with lim- the centre keelson, they are to be connected to the
bers to permit the water to reach the pump suctions. centre keelson by means of full penetration welding.

1.2 Scantlings 1.2.3 Floor plates in the peaks

1.2.1 Floor plates in midship area The thickness of the floor plates in the peaks is not to
be less than:
The scantlings of floor plates between afterpeak bulk-
head and collision bulkhead on ships without double t = 0, 035 L + 5,0 [mm]
bottom or outside of the double bottom are to be de-
termined according to the following formulae.
The thickness, however, need not be greater than re-
The section modulus is not to be less than: quired by C.6.2.1.

W = c ⋅ T ⋅ e ⋅ A 2 [cm3 ]
e = spacing of plate floors [m]
A = unsupported span [m], generally measured on
upper edge of floor from side shell to side
shell
Amin = 0,7 B, if the floors are not supported at longi-
tudinal bulkheads
c = 7,5 for spaces which may be empty at full
draught, e.g. machinery spaces, store-rooms,
etc.
= 4,5 elsewhere
The floor plate height in the fore peak above top of
keel or stem shoe is not to be less than:
h = 0, 06 H + 0,7 [m]
The floor plates in the afterpeak are to extend over the
stern tube (see also Section 13, C.1.4).
Where propeller revolutions are exceeding 300 rpm
(approx.), the peak floors above the propeller are to be
strengthened.
Particularly in case of flat bottoms additional longitu-
dinal stiffeners are to be fitted above or forward of the
propeller.
Chapter 1 Section 8 C Bottom Structures I - Part 6
Page 8–2 GL 2012

2. Longitudinal girders sides in such a manner as to protect the bottom to the

turn of the bilge. Such protection will be deemed satis-
2.1 General factory if the inner bottom is not lower at any part than
a plane parallel with the keel line and which is located
2.1.1 All single bottom ships are to have a centre not less than a vertical distance h measured from the
girder. Where the breadth measured on top of floors keel line, as calculated by the formula:
does not exceed 9 m one additional side girder is to be
fitted, and two side girders where the breadth exceeds h = B/20
9 m. Side girders are not required where the breadth However, in no case is the value of h to be less than
does not exceed 6 m. 760 mm, and need not be taken as more than 2000 mm.
2.1.2 For the spacing of side girders from each 1.4 Small wells for hold drainage may be ar-
other and from the centre girder in way of bottom ranged in the double bottom, their depth, however,
strengthening forward see Section 6, E.1. shall be as small as practicable. A well extending to
2.1.3 The centre and side girders are to extend as the outer bottom, may, however, be permitted at the
far forward and aft as practicable. They are to be con- after end of the shaft tunnel. Other wells (e.g. for
nected to the girders of a non-continuous double bot- lubricating oil under main engines) may be permitted
tom or are to be scarphed into the double bottom by if their arrangement does not reduce the level of pro-
two frame spacings. tection equivalent to that afforded by a double bottom
complying with this Section. In no case shall the verti-
cal distance from the bottom of such a well to a plane
2.2 Scantlings
coinciding with the keel line be less than 500 mm.
2.2.1 Centre girder Any part of the ship that is not fitted with a double bottom
The web thickness tw and the sectional area Af of the in accordance with paragraphs 1.1 to 1.4 shall be capable
face plate within 0,7 L amidships are not to be less than: of withstanding bottom damages, as specified in Chapter
II-1 of SOLAS as amended, in that part of the ship.
tw = 0, 07 L + 5,5 [mm]
1.5 In fore- and afterpeak a double bottom need
Af = 0, 7 L + 12 [cm 2 ] not be arranged.

Towards the ends the thickness of the web plate as well 1.6 The centre girder should be watertight at least
as the sectional area of the top plate may be reduced for 0,5 L amidships, unless the double bottom is sub-
by 10 per cent. Lightening holes are to be avoided. divided by watertight side girders.

2.2.2 Side girder 1.7 For bottom strengthening forward see Section
6, E.
The web thickness tw and the sectional area of the face
plate Af within 0,7 L amidships are not to be less than: 1.8 For the material factor k see Section 2, B.2.
For the corrosion allowance tK see Section 3, J.
tw = 0, 04 L + 5 [mm]
1.9 For buckling strength of the double bottom
Af = 0, 2 L + 6 [cm 2 ] structures see 8.3.

Towards the ends, the web thickness and the sectional 2. Centre girder
area of the face plate may be reduced by 10 per cent.
2.1 Lightening holes
Lightening holes in the centre girder are generally
C. Double Bottom permitted only outside 0,75 L amidships. Their depth
is not to exceed half the depth of the centre girder and
1. General their lengths are not to exceed half the frame spacing.

1.1 If a double bottom is arranged, the double 2.2 Scantlings

bottom shall be fitted extending from the collision
bulkhead to the afterpeak bulkhead, as far as this is 2.2.1 The depth of the centre girder is not to be less
practicable and compatible with the design and proper than:
working of the ship.
h = 350 + 45 ⋅ A [mm]
1.2 The arrangement shall comply with Chapter
II-1 of SOLAS as amended. h min = 600 mm

1.3 Where a double bottom is required to be fitted A = unsupported span of the floor plates [m]
the inner bottom shall be continued out to the ship's = B in general
I - Part 6 Section 8 C Bottom Structures Chapter 1
GL 2012 Page 8–3

In case of longitudinal side bulkheads, the dis- ha = as built depth of side girders [mm]
tance between the bulkheads can be used as un-
supported span, but not less than 0,8 ⋅ B. ha need not be taken less than h to calculate t

In case of additional longitudinal bulkheads, the t = shall not be less than t according to 7.5
unsupported span can be shortened accordingly. For strengthenings under the engine seating, see D.2.3.
2.2.2 The thickness of the centre girder is not to be
less than: 4. Inner bottom

– within 0,7 L amidships: 4.1 The thickness of the inner bottom plating is
not to be less than:
h ⎛ h ⎞
tm = ⎜ + 1, 0 ⎟ k [mm]
h a ⎝ 100 ⎠ t = 1,1 ⋅ a p ⋅ k + tK [mm]

for h ≤ 1200 [mm] p = design pressure [kN/m2], as applicable

h ⎛ h ⎞ = pL according to Section 4, C.1.

tm = ⎜ + 3, 0 ⎟ k [mm]
ha ⎝ 120 ⎠ = p1 or p2 according to Section 4, D.1.
for h > 1200 [mm]
= 10 (T – hDB)
– 0,15 L at the ends: The greater value is to be used.
te = 0,9 ⋅ t m hDB = double bottom height [m]

ha = depth of centre girder as built [mm] 4.2 For strengthening of inner bottom in machin-
ery spaces, see D.2.4.
tm = shall not be less than t according to 7.5

5. Double bottom tanks

3. Side girders
5.1 Scantlings
3.1 Arrangement
Structures forming boundaries of double bottom tanks
At least one side girder shall be fitted in the engine are to comply with the requirements of Section 12.
room and in way of 0,25 L aft of F.P. In the other
parts of the double bottom, one side girder shall be
fitted where the horizontal distance between ship's 5.2 Fuel and lubricating oil tanks
side and centre girder exceeds 4,5 m. Two side girders
shall be fitted where the distance exceeds 8 m, and 5.2.1 In double bottom tanks, fuel oil may be car-
three side girders where it exceeds 10,5 m. The dis- ried, the flash point (closed cup test) of which exceeds
tance of the side girders from each other and from 60 °C.
centre girder and ship's side respectively shall not be
greater than: 5.2.2 Where practicable, lubricating oil discharge
tanks shall be separated from the shell.
1,8 m in the engine room within the engine seatings
5.2.3 The lubricating oil circulating tanks shall be
4,5 m where one side girder is fitted in the other
separated from the shell by at least 500 mm.
parts of double bottom
4,0 m where two side girders are fitted in the other 5.2.4 For the separation of fuel oil tanks from tanks
parts of double bottom for other liquids, see Section 12, A.5.
3,5 m where three side girders are fitted in the other 5.2.5 For air, overflow and sounding pipes, see
parts of double bottom Section 21, F. as well as the GL Rules for Machinery
Installations (I-1-2), Section 11.
3.2 Scantlings
5.2.6 Manholes for access to fuel oil double bottom
The thickness of the side girders is not to be less than:
tanks situated under cargo oil tanks are not permitted
in cargo oil tanks or in the engine room.
h2
t = k [mm]
120 ⋅ h a 5.2.7 The thickness of structures is not to be less
than the minimum thickness according to Section 12,
h = depth of the centre girder [mm] according to 2.2 A.7.
Chapter 1 Section 8 C Bottom Structures I - Part 6
Page 8–4 GL 2012

5.2.8 If the tank top of the lubricating oil circulat- 6. Double bottom, transverse framing system
ing tank is not arranged at the same level as the adja-
cent inner bottom, this discontinuity of the flow of 6.1 Plate floors
forces has to be compensated by vertical and/or hori-
zontal brackets. 6.1.1 It is recommended to fit plate floors at every
frame in the double bottom if transverse framing is
The brackets shall be designed with a soft taper at the adopted.
end of each arm. The thickness of the vertical brackets
shall correspond to the thickness of the floor plates 6.1.2 Plate floors are to be fitted at every frame:
according to D.2.2, the thickness of the horizontal
brackets shall correspond to the tank top thickness of – in way of strengthening of the bottom forward
the circulating tank. according to Section 6, E.
– in the engine room
The brackets shall be connected to the ship structure
by double-bevel welds according to Section 19, B. – under boiler seatings
3.2.2.
6.1.3 Plate floors are to be fitted:
5.3 Bilge wells – below bulkheads
Bilge wells shall have a capacity of more than 0,2 m3. – below corrugated bulkheads, see also Section 3,
Small holds may have smaller bilge wells. For the use D.4.
of manhole covers or hinged covers for the access to
the bilge suctions, see the GL Rules for Machinery 6.1.4 For the remaining part of the double bottom,
Installations (I-1-2), Section 11. Bilge wells are to be the spacing of plate floors shall not exceed approxi-
separated from the shell. mately 3 m.

6.2 Scantlings
5.4 Sea chests
6.2.1 The thickness of plate floors is not to be less
5.4.1 The plate thickness of sea chests is not to be than:
less than:
t pf = t m − 2, 0 ⋅ k [mm]
t = 12 ⋅ a p ⋅ k + tK [mm]
tm = thickness of centre girder according to 2.2.2
a = spacing of stiffeners [m]
The thickness need not exceed 16,0 mm.
p = blow out pressure at the safety valve [bar]. p
is not to be less than 2 bar (see also the GL 6.2.2 The web sectional area of the plate floors is
Rules for Machinery Installations (I-1-2), not to be less than:
Section 11)
⎛ 2y ⎞ 2
A w = ε ⋅ T ⋅ A ⋅ e ⎜1 − ⎟ k [cm ]
5.4.2 The section modulus of sea chest stiffeners is ⎝ A ⎠
not to be less than:
e = spacing of plate floors [m]
2 3
W = 56 ⋅ a ⋅ p ⋅ A ⋅ k [cm ] A = span between longitudinal bulkheads, if any [m]

a and p see 5.4.1 = B, if longitudinal bulkheads are not fitted

A = unsupported span of stiffeners [m]
5.4.3 The sea-water inlet openings in the shell are
to be protected by gratings.
5.4.4 A cathodic corrosion protection with galvanic
anodes made of zinc or aluminium is to be provided in
sea chests with chest coolers. For the suitably coated
plates a current density of 30 μA/m2 is to be provided
and for the cooling area a current density of 180 μA/m2.
5.4.5 For the design of sea chests for operations in
ice, see GL Rules for Machinery and Systems (I-6-2),
Section 19, D.3.
y = distance between supporting point of the
plate floor (ship's side, longitudinal bulkhead)
and the section considered [m]. The distance
y is not to be taken greater than 0,4 ⋅ A.
ε = 0,5 for spaces which may be empty at full
draught, e.g. machinery spaces, store-
rooms, etc.
= 0,3 elsewhere
6.2.3 Where in small ships side girders are not
required (see 3.1) at least one vertical stiffener is to be
fitted at every plate floor; its thickness is to be equal to
that of the floors and its depth of web at least 1/15 of
the height of centre girder.
I - Part 6 Section 8 C Bottom Structures
GL 2012
6.2.4 In way of strengthening of bottom forward
according to Section 6, E., the plate floors are to be
connected to the shell plating and inner bottom by
continuous fillet welding.
6.2.5 For strengthening of floors in machinery
spaces, see D.2.2.
6.3 Bracket floors
6.3.1 Where plate floors are not required according
to 6.1 bracket floors may be fitted.
6.3.2 Bracket floors consist of bottom frames at the
shell plating and reversed frames at the inner bottom,
attached to centre girder, side girders and ship's side
by means of brackets.
6.3.3 The section modulus of bottom and inner
bottom frames is not to be less than:
W = n ⋅ c ⋅ a ⋅ A 2 ⋅ p ⋅ k [cm3 ]
p = design load, as applicable, [kN/m2] as follows:
for bottom frames
p = pB according to Section 4, B.3.
for inner bottom frames
p = pL according to Section 4, C.1
= p1 or p2 according to Section 4, D.1.
= 10 (T − h DB )
The greater value is to be used.
hDB = double bottom height [m]
n = 0,44, if p = p2
= 0,55, if p = pL or p1
= 0,70, if p = pB
c = 0,60 where struts according to 6.5 are pro-
vided at A/2, otherwise c = 1,0
A = unsupported span [m] disregarding struts, if any
6.4 Brackets
6.4.1 The brackets are, in general, to be of same
thickness as the plate floors. Their breadth is to be
0,75 of the depth of the centre girder as per 2.2. The
brackets are to be flanged at their free edges, where
the unsupported span of bottom frames exceeds 1 m or
where the depth of floors exceeds 750 mm.
6.4.2 At the side girders, bottom frames and inner
bottom frames are to be supported by flat bars having
the same depth as the inner bottom frames.
Chapter 1
Page 8–5
6.5 Struts
The cross sectional area of the struts is to be deter-
mined according to Section 10, C.2. analogously. The
design force is to be taken as the following value:
P = 0,5 ⋅ p ⋅ a ⋅ A [kN]
p = load according to 6.3.3
A = unsupported span according to 6.3.3
7. Double bottom, longitudinal framing sys-
tem
7.1 General
Where the longitudinal framing system changes to the
transverse framing system, structural continuity or
sufficient scarphing is to be provided for, see also Sec-
tion 3, H.
7.2 Bottom and inner bottom longitudinals
7.2.1 The scantlings are to be calculated according
to Section 9, B.
7.2.2 Where bottom and inner bottom longitudinals
are coupled by struts in the centre of their unsupported
span A their section moduli may be reduced to 60 %
of the values required by Section 9, B. The scantlings
of the struts are to be determined in accordance with
6.5.
7.3 Plate floors
7.3.1 The floor spacing should, in general, not
exceed 5 times the mean longitudinal frame spacing.
7.3.2 Floors are to be fitted at every frame as de-
fined in 6.1.3 as well as in the machinery space under
the main engine. In the remaining part of the machin-
ery space, floors are to be fitted at every alternate
frame.
7.3.3 Regarding floors in way of the strengthening
of the bottom forward, Section 6, E. is to be observed.
7.3.4 The scantlings of floors are to be determined
according to 6.2.
7.3.5 The plate floors should be stiffened in general
at every longitudinal by a vertical stiffener having
scantlings which fulfil the requirements in Section 9,
B.4.
7.4 Brackets
7.4.1 Where the ship's sides are framed trans-
versely flanged brackets having a thickness of the
floors are to be fitted between the plate floors at every
transverse frame, extending to the outer longitudinals
at the bottom and inner bottom.
Chapter 1 Section 8 C Bottom Structures I - Part 6
Page 8–6 GL 2012

7.4.2 One bracket should be fitted at each side of 8.2 Design loads, permissible stresses
the centre girder between the plate floors where the
plate floors are spaced not more than 2,5 m apart. 8.2.1 Design loads
Where the floor spacing is greater, two brackets
should be fitted. p = p L − p'a [kN / m 2 ] for loaded bottom structure

7.5 Longitudinal girder system = p'a [kN / m 2 ] for empty bottom structure

7.5.1 Where longitudinal girders are fitted instead 8.2.2 Permissible stresses
of bottom longitudinals, the spacing of floors may be
greater than permitted by 7.3.1, provided that adequate 8.2.2.1 Permissible equivalent stress σv
strength of the structure is proved.
The equivalent stress is not to exceed the following
7.5.2 The plate thickness of the longitudinal girders value:
is not to be less than:
230
σv = [N / mm 2 ]
t = (5, 0 + 0, 03 L) k [mm] k

t min = 6, 0 k [mm] σv = σ x2 + σ y2 − σ x ⋅ σ y + 3 τ2

7.5.3 The longitudinal girders are to be examined σx = stress in the ship's longitudinal direction
for sufficient safety against buckling according to
Section 3, F. = σL + σA

= 0 for webs of transverse girders

8. Direct calculation of bottom structures
σy = stress in the ship's transverse direction
8.1 General, Definitions
= σq
8.1.1 Where deemed necessary, a direct calculation
= 0 for webs of longitudinal girders
of bottom structures may be required, taking into
account structures and loaded decks above.
Note
Definitions Where a grillage calculation is used the following
stress definitions apply:
pL = load on decks according to Section 4, C.1.
[kN/m2] or [kN] σx = σ L + σ A + 0,3 ⋅ σ q

p'a = 10 T + p0 ⋅ cF [kN / m 2 ] σy = σ q + 0,3 (σ L + σ A )

(hogging condition)
8.2.2.2 Permissible max. values for σA, σq and τ
= 10 T − p0 ⋅ cF [kN / m 2 ]
(sagging condition) The stresses σA and τ alone are not to exceed the fol-
lowing values:
p 0 , cF see Section 4, A.2.2
150
σL = design hull girder bending stress [N/mm2] σA , σq = [N / mm 2 ]
k
according to Section 5, D.1. (hogging or sag-
100
ging, whichever condition is examined). τ = [N / mm 2 ]
k
σA = bending stress [N/mm2] in longitudinal direc-
tion, due to the load p, in longitudinal girders 8.3 Buckling strength
σq = bending stress [N/mm2] in transverse direc- The buckling strength of the double bottom structures
tion, due to the load p, in transverse girders is to be examined according to Section 3, F. For this
purpose the design stresses according to Section 5,
τ = shear stress in the longitudinal girders or D.1. and the stresses due to local loads are to be con-
transverse girders due to the load p [N/mm2] sidered.
I - Part 6 Section 8 D Bottom Structures
GL 2012
D. Bottom Structure in Machinery Spaces in
Way of the Main Propulsion Plant
1. Single bottom
1.1 The scantlings of floors are to be determined
according to B.1.2.1 for the greatest span measured in
the engine room.
1.2 The web depth of the plate floors in way of
the engine foundation should be as large as possible.
The depth of plate floors connected to web frames
shall be similar to the depth of the longitudinal foun-
dation girders. In way of the crank case, the depth
shall not be less than 0,5 · h.
The web thickness is not to be less than:
h
t = + 4 [mm]
100
h = see B.1.2.1
1.3 The thickness of the longitudinal foundation
girders is to be determined according to 3.2.1.
1.4 No centre girder needs to be fitted in way of
longitudinal foundation girders. Intercostal docking
profiles are to be fitted instead. The sectional area of
the docking profiles is not to be less than:
A w = 10 + 0, 2 L [cm 2 ]
Docking profiles are not required where a bar keel is
fitted. Brackets connecting the plate floors to the bar
keel are to be fitted on either side of the floors.
2. Double bottom
2.1 General
2.1.1 Lightening holes in way of the engine founda-
tion are to be kept as small as possible with due regard,
however, to accessibility. Where necessary, the edges
of lightening holes are to be strengthened by means of
face bars or the plate panels are to be stiffened.
2.1.2 Local strengthenings are to be provided be-
side the following minimum requirements, according
to the construction and the local conditions.
2.2 Plate floors
Plate floors are to be fitted at every frame. The floor thick-
ness according to C.6.2 is to be increased as follows:
P
3,6 + [%]
500
minimum 5 per cent, maximum 15 per cent
P = single engine output [kW]
The thickness of the plate floors below web frames is
to be increased in addition to the above provisions. In
Chapter 1
Page 8–7
this case the thickness of the plate floors is not to be
taken less than the web thickness according to Section
9, A.6.2.1.
2.3 Side girders
2.3.1 The thickness of side girders under an engine
foundation top plate inserted into the inner bottom is
to be similar to the thickness of side girders above the
inner bottom according to 3.2.1.
2.3.2 Side girders with the thickness of longitudi-
nal girders according to 3.1 are to be fitted under the
foundation girders in full height of the double bottom.
Where two side girders are fitted on either side of the
engine, one may be a half-height girder under the
inner bottom for engines up to 3 000 kW.
2.3.3 Side girders under foundation girders are to
be extended into the adjacent spaces and to be con-
nected to the bottom structure. This extension abaft
and forward of the engine room bulkheads shall be
two to four frame spacings, if practicable.
2.3.4 No centre girder is required in way of the
engine seating (see 1.4).
2.4 Inner bottom
Between the foundation girders, the thickness of the
inner bottom plating required according to C.4.1 is to
be increased by 2 mm. The strengthened plate is to be
extended beyond the engine seating by three to five
frame spacings.
3. Engine seating
3.1 General
3.1.1 The rigidity of the engine seating and the
surrounding bottom structure shall be adequate to keep
the deformations of the system due to the loads within
the permissible limits. In special cases, proof of de-
formations and stresses may be required.
Note
If in special cases a direct calculation of motor seatings
may become necessary, the following is to be observed:
– For seatings of slow speed two-stroke diesel
engines and elastically mounted medium speed
four-stroke diesel engines the total deformation
Δf = fu + fo shall not be greater than:
Δ f = 0,2 ⋅ A M [ mm ]
AM = length of motor [m]
fu = maximum vertical deformation of the seat-
ing downwards within the length AM [mm]
fo = maximum vertical deformation of the seat-
ing upwards within the length AM [mm]
Chapter 1 Section 8 E Bottom Structures
Page 8–8
The individual deformations fu and fo shall not
be greater than:
fu max , f o max = 0,7 ⋅ Δ f [ mm ]
For the calculation of the deformations the
maximum static and wave induced dynamic in-
ternal and external differential loads due to lo-
cal loads and the longitudinal hull girder bend-
ing moments as well as the rigidity of the motor
are to be considered.
– For seatings of non-elastically mounted medium
speed four-stroke diesel engines the deformation
values shall not exceed 50 % of the above values.
3.1.2 Due regard is to be paid, at the initial design
stage, to a good transmission of forces in transverse
and longitudinal direction, see also C.5.2.7.
3.1.3 The foundation bolts for fastening the engine at
the seating shall be spaced no more than 3 × d apart from
the longitudinal foundation girder. Where the distance of
the foundation bolts from the longitudinal foundation
girder is greater, proof of equivalence is to be provided.
d = diameter of the foundation bolts
3.1.4 In the whole speed range of main propulsion
installations for continuous service resonance vibrations
with inadmissible vibration amplitudes shall not occur;
if necessary structural variations have to be provided
for avoiding resonance frequencies. Otherwise, a barred
speed range has to be fixed. Within a range of – 10 %
to + 5 % related to the rated speed no barred speed
range is permitted. GL may require a vibration analy-
sis and, if deemed necessary, vibration measurement.
3.2 Longitudinal girders
3.2.1 The thickness of the longitudinal girders
above the inner bottom is not to be less than:
P structure:
t = + 6 [mm]
15
for P < 1500 kW
P steering and propulsor drive control systems.
= + 14 [mm]
750
for 1500 ≤ P < 7500 kW
P ship’s pitch and heave motion and flooded vol-
= + 20 [mm]
1875
for P ≥ 7500 kW
P = see 2.2
3.2.2 Where two longitudinal girders are fitted on
either side of the engine, their thickness required ac-
cording to 3.2.1 may be reduced by 4 mm.
I - Part 6
GL 2012
3.2.3 The sizes of the top plate (width and thick-
ness) shall be sufficient to attain efficient attachment
and seating of the engine and - depending on seating
height and type of engine - adequate transverse rigidity.
The thickness of the top plate shall approximately be
equal to the diameter of the fitted-in bolts. The cross
sectional area of the top plate is not to be less than:
P
AT = + 30 [cm 2 ] for P ≤ 750 kW
15
P
= + 70 [cm 2 ] for P > 750 kW
75
Where twin engines are fitted, a continuous top plate
is to be arranged in general if the engines are coupled
to one propeller shaft.
3.2.4 The longitudinal girders of the engine seating
are to be supported transversely by means of web
frames or wing bulkheads. The scantlings of web frames
are to be determined according to Section 9, A.6.
3.2.5 Top plates are to be connected to longitudinal
and transverse girders thicker than approx. 15 mm by
means of a double bevel butt joint (K butt joint), (see
also Section 19, B.3.2).
E. Support Structure for Thruster Units
(Azimuth thrusters, podded drives and DP
thruster units)
The space where the thruster unit is connected to the
ship hull in general has to be surrounded by longitudi-
nal and transverse watertight bulkheads. Suitable
watertight access openings to the space have to be
provided.
1. Loads
1.1 The following loads have to be considered for
the determination of the scantlings of the supporting
– Maximum transient thrust, torque and other
forces and moments experienced during all en-
visaged operating modes as permitted by the
Refer also to the GL Rules for Machinery and
Systems (I-6-2), Section 2, F.4.
– Self weight in water under consideration of the
ume, where applicable, see Section 4, E.
– Thruster to thruster and/or thruster to ship hy-
drodynamic interference effects and effects of
ship manoeuvring and of ship motions.
1.2 Special account is to be taken of any ma-
noeuvring conditions that are likely to give rise to high
mean or vibratory loadings
I - Part 6 Section 8 F Bottom Structures
GL 2012
2. Support structure
2.1 A system of primary structural members is to
be provided in order to support the main slewing bearing
of the thruster unit and to transfer the maximum design
loads into the ship's hull without undue deflection.
2.2 The hull support structure in way of the slew-
ing bearing shall be sufficiently stiff that the bearing
manufacturer's limits on seating flatness are not ex-
ceeded due to hull flexure considering the loads de-
fined under 1. For the verification of the structural
design direct calculation is required, see 3.
2.3 Thrusters should be supported where practical
within a double bottom structure. Generally a system of
primary members including a pedestal girder directly
supporting the slewing ring and bearing is to be pro-
vided. The pedestal girder is to be integrated with the
ship's structure by means of radial girders and trans-
verses aligned to their outer ends with the ship's bottom
girders and transverses. Alternative arrangements have
to provide an equivalent degree of strength and rigidity.
2.4 The shell envelope plating and tank top plat-
ing in way of the aperture for the thruster unit are to
be increased by 50% over the rule minimum thickness
over an extent of at least the radial girders acc. to 2.3.
In any case the thickness of the plating is not to be less
than the actual fitted thickness of the surrounding shell
or tank top plating.
2.5 The scantlings of the primary members of the
support structure are to be based on the design stresses
defined in 3.3. Primary member scantlings are not to
be less than those required by B. or C. respectively.
2.6 The web thickness of the pedestal girder shall
not be less than the required shell envelope minimum
rule thickness at that position.
2.7 Full penetration welds are to be applied at the
pedestal girder boundaries and in way of the end connec-
tions between the radial girders and the pedestal girder.
3. Direct calculations
3.1 As a guideline for geometry modelling, selec-
tion of element types etc. the requirements of GL
Guidelines for Global Strength Analysis of Container
Ships (V-1-1) shall be considered as applicable. The
mesh geometry and the element size has to be able to
reflect the stiffness of the supporting structure as well
as the deformations with sufficient accuracy. For vibra-
tion analysis the model has to be able to reflect the ex-
pected frequency range. For fatigue assessment the re-
quirements of the GL Guidelines for Fatigue Strength
Analyses of Ship Structures (V-1-2) as well as Section
20 have to be considered.
3.2 The loads applied to the mathematical model,
refer to 1., are to include the self weight, dynamic
acceleration due to ship motion, hydrodynamic loads,
hydrostatic pressure, propeller forces and shaft bearing
Chapter 1
Page 8–9
support forces. In situations where a thruster unit can
operate in the flooded conditions or where flooding of
a thruster unit adds significant mass to that unit, de-
tails are to be included.
3.3 Based on the most unfavourable combination
of normal service loading conditions, the following
stresses are not to be exceeded:
Shear stress: 90/k
Bending stress: 150/k
Equivalent v. Mises stress: 180/k
Localised v. Mises peak stress: ReH
With k the material factor according to Section 2,
B.2.1 and ReH the nominal upper yield stress of the
material.
If the design is based on extreme or statistically low
probability loads, proposals to use alternative accep-
tance stress criteria may be considered.
3.4 Where a fatigue assessment is provided,
details of cumulative load history and stress range
together with the proposed acceptance criteria are to
be submitted for consideration. See also Section 20.
3.5 For cast structures, the localised von Mises
stress should not exceed 0,6 times the nominal 0,2 %
proof or yield stress of the material for the most unfa-
vourable design condition.
F. Transverse Thrusters
1. General
In the context of this Section, transverse thrusters refer to
manoeuvring aids, which are integrated in the ship struc-
ture and which are able to produce transverse thrust at
very slow ship speeds. Retractable rudder propellers are
not transverse thrusters in the context of this Section.
In case of transverse thrusters which are used beyond
that of short-term manoeuvring aids in harbours or
estuaries, e.g. Dynamic Positioning Systems (class
notation "DP x") or use during canal passage, addi-
tional requirements may be defined by GL.
2. Structural principles
2.1 Transverse thruster tunnels are to be com-
pletely integrated in the ship structure and welded to it.
The thickness of the tunnel shall not be less than:
t min = L ⋅ k + 5 [ mm ]
2.2 Thrust element housing structures as holding
fixtures for propulsion units are to be effectively con-
nected to the tunnel structure.
Chapter 1 Section 8 F Bottom Structures I - Part 6
Page 8–10 GL 2012

2.3 If a propulsion engine is as well directly 4. Thruster grids

supported by the ship structure, it is to be ensured that
the engine housing and the supporting elements are For ships with ice class notation see also Section 15,
able to withstand the loading by the propulsion excita- B.8. and for ships with class notation IW see also
tion. Section 24, B.7.

2.4 All welding of structural elements which are 5. Vibration design

part of the watertight integrity of the ship hull are
generally to be carried out as welds with full root
penetration, as per Section 19, B., Fig. 19.8. In certain
circumstances HV- or DHV-welds with defined in-
complete root penetration as per Section 19, B., Fig.
19.9 may be used for lightly loaded structural ele-
ments for which the risk of damage is low.
From a vibration point of view shell and tank struc-
tures in the vicinity of transverse thrusters should be
designed such that the following design criteria are
fulfilled:
fplate > 1,2 ⋅ fblade

2.5 If the gear housing is supported in the vicin- fstiff < 0,8 ⋅ fblade or fstiff > 1,2 ⋅ fblade
ity of the propeller hub, the support bracket shall be
connected to the tunnel by HV- or DHV-welds with fplate 1 = lowest natural frequency [Hz] of isotropic
full root penetration. The transition shall be carried out plate field under consideration of additional
according Fig. 8.1. and be grinded notch-free. The outfitting and hydrodynamic masses
radius R shall not be less than:
fstiff 1 = lowest natural frequency [Hz] of stiffener
R = 3 + 0, 7 ⋅ t s ⋅ cos ( AW − 45° ) [ mm ] under consideration of additional outfitting
and hydrodynamic masses
AW = angle [°] between tunnel and gear housing
support bracket fblade = propeller blade passage excitation frequency
[Hz] at n
ts = thickness [mm] of the gear housing support
bracket 1
= n⋅z
60
3. Special designs
n = maximum revolution speed [1/min] of trans-
If suction or draining ducts are arranged in the ship's verse thruster
bottom, the design bottom slamming pressure psl, as
defined in Section 4, B.4., shall be considered. z = number of propeller blades

B-B Transmission support

B B
R

Tunnel

Fig. 8.1 Connection between gear housing support bracket and thruster tunnel

1 The natural frequencies of plate fields and stiffeners can be

estimated by POSEIDON or by means of the software tool
GL LocVibs which can be downloaded from the GL homepage
http://www.gl-group.com/en/gltools/GL-Tools.php.
I - Part 6 Section 8 G Bottom Structures Chapter 1
GL 2012 Page 8–11

G. Docking Calculation – within 0,075 ⋅ LKB from both ends of the

For ships exceeding 120 m in length, for ships of special
design, particularly in the aft body and for ships with a
docking load of more than 700 kN/m a special calcula-
tion of the docking forces is required. The equipment on
deck which remains onboard during docking and the load
distribution are to be specified. The proof of sufficient
strength can be performed either by a simplified docking
calculation or by a direct docking calculation. The num-
ber and arrangement of the keel blocks shall agree with
the submitted docking plan. Direct calculations are
required for ships with unusual overhangs at the ends.
Note
The arrangement of the keel blocks and their contact areas
are to be defined under consideration of the ship size.
1. Simplified docking calculation
The local forces of the keel blocks acting on the bot-
tom structures can be calculated in a simplified man-
ner using the nominal keel block load q0. Based on
these forces sufficient strength is to be shown for all
structural bottom elements which may be influenced
by the keel block forces.
The nominal keel block load q0 is calculated as fol-
lows, see also Fig. 8.2:
GS ⋅ C
q0 = [kN / m]
L KB
GS = total ship weight during docking including
ballast and consumables [kN]
LKB = length of the keel block range [m]; i.e. in
general the length of the horizontal flat keel
C = weighting factor
= 1,25 in general
= 2,0 in the following areas:
length LKB
– below the main engine
– in way of the transverse bulkheads along
a distance of 2 ⋅ e
e = distance of plate floors adjacent to the trans-
verse bulkheads [m]; for e no value larger
than 1 m needs to be taken.
If a longitudinal framing system is used in the double
bottom in combination with a centre line girder in accor-
dance with C.2., it may be assumed that the centre line
girder carries 50 % of the force and the two adjacent (see
Section 6, B.5.2) keel block longitudinals 25 % each.
2. Direct docking calculation
If the docking block forces are determined by direct
calculation, e.g. by a finite element calculation, consid-
ering the stiffness of the ship's body and the weight
distribution, the ship has to be assumed as elastically
bedded at the keel blocks. The stiffness of the keel
blocks has to be determined including the wood layers.
If a floating dock is used, the stiffness of the floating
dock is to be taken into consideration.
Transitory docking conditions need also to be considered.
3. Permissible stresses
The permissible equivalent stress σv is:
R eH
σv =
1, 05
4. Buckling strength
The bottom structures are to be examined according to
Section 3, F. For this purpose a safety factor S = 1,05
has to be applied.

TB = Transverse bulkhead

TB TB TB TB TB TB

Main
engine

0,075 LKB 0,075 LKB

LKB

C 2e 2e 2e 2e
e
Weighting 2,0
factor C 1,25

Fig. 8.2 Load on keel blocks

I - Part 6 Section 9 A Framing System Chapter 1
GL 2012 Page 9–1

Section 9

Framing System

A. Transverse Framing
Ko
1. General
Ko
1.1 Frame spacing
Forward of the collision bulkhead and aft of the after
peak bulkhead, the frame spacing shall in general not
exceed 600 mm.

1.2 Design Ku

All frames shall have brackets. Scallop welds shall not

be used in connections between side frames and shell
Ku
plating.

1.3 Impact Loads

Special Attention is to be paid in design for rein-
forcement of side shell frames to impact loads arising
from contact with offshore installations during opera-
tions at an offshore site. The scantlings of main frames
or tween deck frames in way of fenders and side shell Fig. 9.1 Unsupported span of transverse frames
plate in the area of impact load are to be effectively
increased to the anticipated load. Unless a specific pL = 'tween deck load [kN/m2] according to
assessment of impact load is made. See also B.3.8 for
side shell longitudinals and impact loads. Section 4, C.1.

Carling plates are to be so arranged between side p1 = pressure [kN/m2] according to Section 4,
frames that fender loads are distributed to the hull. D.1.1
p2 = pressure [kN/m2] according to Section 4,
1.4 Definitions
D.1.2
k = material factor according to Section 2, B.2.
Hu = depth up to the lowest deck [m]
A = unsupported span [m] according to Sec-
tion 3, C., see also Fig. 9.1 cr = factor for curved frames

Amin = 2,0 m s
= 1, 0 − 2
A
AKu, AKo = length of lower/upper bracket connection
of main frames within the length A [m], crmin = 0,75
see Fig. 9.1
cRO = factor for reinforcement of offshore ser-
m2 vice vessels
m = m 2k − ma2 ; m≥ k
2 = 1,25 in general
ma = see Section 3, A.4.
s = max. height of curve
mk = see Section 3, C.1.
2. Main frames
e = spacing of web frames [m]
p = ps or pe as the case may be 2.1 Scantlings
ps = load on ship's sides [kN/m2] according to
2.1.1 The section modulus WR and shear area AR
Section 4, B.2.1
of the main frames including end attachments are not
pe = load on bow structures [kN/m2] according to to be less than:
Section 4, B.2.2 or stern structures accord-
ing to Section 4, B.2.3 as the case may be WR = (1 − ma2 ) n ⋅ c ⋅ a ⋅ A2 ⋅ p ⋅ cr ⋅ k [cm3 ]
Chapter 1 Section 9 A Framing System I - Part 6
Page 9–2 GL 2012

upper end shear area: 2.3 End attachment

ARO = (1 − 0,817 ⋅ ma ) 0,04 ⋅ a ⋅ A ⋅ p ⋅ k [cm2 ] 2.3.1 The lower bracket attachment to the bottom
structure is to be determined according to Section 3,
lower end shear area: D.2. on the basis of the main frame section modulus.
ARU = (1 − 0,817 ⋅ ma ) 0,07 ⋅ a ⋅ A ⋅ p ⋅ k [cm2 ]
2.3.2 The upper bracket attachment to the deck
structure and/or to the 'tween deck frames is to be
n = 0,9 − 0, 0035 ⋅ L for L < 100 m determined according to Section 3, D.2. on the basis
of the section modulus of the deck beams or 'tween
= 0,55 for L ≥ 100 m
deck frames whichever is the greater.
⎛A A ⎞
c = 1, 0 − ⎜ Ku + 0, 4 ⋅ Ko ⎟ 2.3.3 Where frames are supported by a longitudi-
⎝ A A ⎠ nally framed deck, the frames fitted between web
cmin = 0,6 frames are to be connected to the adjacent longitudi-
nals by brackets. The scantlings of the brackets are to
Within the lower bracket connection the section modu- be determined in accordance with Section 3, D.2. on
lus is not to be less than the value obtained for c = 1,0. the basis of the section modulus of the frames.

2.1.2 In ships with more than 3 decks the main 3. 'Tween deck and superstructure frames
frames are to extend at least to the deck above the
lowest deck.
3.1 General
2.1.3 The scantlings of the main frames are not to
be less than those of the 'tween deck frames above. In ships having a speed exceeding v0 = 1, 6 ⋅ L [ kn ]
the forecastle frames forward of 0,1 L from F.P. are to
2.1.4 Where the scantlings of the main frames are have at least the same scantlings as the frames located
determined by direct strength calculations, the follow- between the first and the second deck.
ing permissible stresses are to be observed:
Where further superstructures, or big deckhouses are
bending stress:
arranged on the superstructures strengthening of the
120 frames of the space below may be required.
σb = [N / mm 2 ]
k For 'tween deck frames in tanks, the requirements for
shear stress: the section moduli W1 and W2 according to 2.2 are to
be observed.
80
τ = [N / mm 2 ]
k 3.2 Scantlings
equivalent stress: The section modulus Wt and shear area At of the
150 'tween deck and superstructure frames are not to be
σv = σb2 + 3τ 2 = [N / mm 2 ] less than:
k

2.1.5 Forces due to lashing arrangements acting on Wt = 0,55 ⋅ m ⋅ a ⋅ A2 ⋅ p ⋅ cr ⋅ k [cm3 ]

frames are to be considered when determining the
scantlings of the frames (see also Section 21, H.). At = (1 − 0,817 ⋅ ma ) 0,05 ⋅ a ⋅ A ⋅ p ⋅ k [cm2 ]

2.2 Frames in tanks p = is not to be taken less than:

The section modulus W and shear area A of frames in 2
tanks are not to be less than the greater of the follow- ⎛b⎞
p min = 0, 4 ⋅ p L ⋅ ⎜ ⎟ [kN / m 2 ]
ing values: ⎝A⎠

W1 = (1 − ma2 ) n ⋅ c ⋅ a ⋅ A 2 ⋅ p1 ⋅ cr ⋅ k [cm3 ] b = unsupported span of the deck beam below the

respective 'tween deck frame [m]
W2 = (1 − ma2 ) ⋅ 0, 44 ⋅ c ⋅ a ⋅ A 2 ⋅ p2 ⋅ cr ⋅ k [cm3 ]
For 'tween deck frames connected at their lower ends
2 to the deck transverses, pmin is to be multiplied by the
A1 = (1 − 0,817 ⋅ ma ) 0,05 ⋅ a ⋅ A ⋅ p1 ⋅ k [cm ]
factor:
A2 = (1 − 0,817 ⋅ ma ) 0,04 ⋅ a ⋅ A ⋅ p2 ⋅ k [cm2 ]
e
f1 = 0, 75 + 0, 2 ≥ 1, 0
n and c see 2.1.1 a
I - Part 6 Section 9 A Framing System
GL 2012
3.3 End attachment
'Tween deck and superstructure frames are to be con-
nected to the main frames below, or to the deck. The
end attachment may be carried out in accordance with
Fig. 9.2.
For 'tween deck and superstructure frames 2.3.3 is to
be observed, where applicable.
Fig. 9.2 Typical end attachments of 'tween deck
and superstructure frames
4. Peak frames and frames in way of the
stern
4.1 Peak frames
4.1.1 Section modulus WP and shear area AP of the
peak frames are not to be less than:
Wp = 0,55 ⋅ m ⋅ a ⋅ A2 ⋅ p ⋅ cr ⋅ k [cm3]
Ap = (1 − 0,817 ⋅ ma ) ⋅ 0,05 ⋅ a ⋅ A ⋅ p ⋅ k [cm2 ]
4.1.2 Where the length of the forepeak does not
exceed 0,06 L the section modulus required at half
forepeak length may be maintained throughout the
entire forepeak.
4.1.3 The peak frames are to be connected to the
stringer plates to ensure sufficient transmission of
shear forces.
4.1.4 Ships not exceeding 30 m in length are to
have peak frames having the same section modulus as
the main frames.
4.1.5 Where peaks are to be used as tanks, the
section modulus of the peak frames is not to be less
than required by Section 12, B.3.1 for W2.
4.2 Frames in way of the stern
4.2.1 The frames in way of the cruiser stern ar-
ranged at changing angles to the transverse direction
are to have a spacing not exceeding 600 mm and are to
extend up to the deck above peak tank top maintaining
the scantlings of the peak frames.
4.2.2 An additional stringer may be required in the
aft body outside the after peak where frames are in-
clined considerably and not fitted vertically to the
shell.
Chapter 1
Page 9–3
5. Strengthenings in fore- and aft body
5.1 General
In the fore body, i.e. from the forward end to 0,15 L
behind F.P., flanged brackets have to be used in prin-
ciple.
As far as practicable and possible, tiers of beams or
web frames and stringers are to be fitted in the fore-
and after peak.
5.2 Tiers of beams
5.2.1 Forward of the collision bulkhead, tiers of
beams (beams at every other frame) generally spaced
no more than 2,6 m apart, measured vertically, are to
be arranged below the lowest deck within the fore-
peak. Stringer plates are to be fitted on the tiers of
beams which are to be connected by continuous weld-
ing to the shell plating and by a bracket to each frame.
The scantlings of the stringer plates are to be deter-
mined from the following formulae:
width: b = 75 L [mm]
L
thickness: t = 6, 0 + [mm]
40
5.2.2 The cross sectional area of each beam is to be
determined according to Section 10, C.2. for a load
P = A ⋅ p [kN]
A = load area of a beam [m2]
5.2.3 In the after peak, tiers of beams with stringer
plates generally spaced 2,6 m apart, measured verti-
cally, are to be arranged as required under 5.2.1, as far
as practicable with regard to the ship's shape.
5.2.4 Intermittent welding at the stringers in the
after peak is to be avoided. Any scalloping at the shell
plating is to be restricted to holes required for welding
and for limbers.
5.2.5 Where peaks are used as tanks, stringer plates
are to be flanged or face bars are to be fitted at their
inner edges. Stringers are to be effectively fitted to the
collision bulkhead so that the forces can be properly
transmitted.
5.2.6 Where perforated decks are fitted instead of
tiers of beams, their scantlings are to be determined as
for swash bulkheads according to Section 12, E. The
requirements regarding cross sectional area stipulated
in 5.2.2 are, however, to be complied with.
5.3 Web frames and stringers
5.3.1 Where web frames and supporting stringers
are fitted instead of tiers of beams, their scantlings are
to be determined as follows:
Chapter 1 Section 9 A Framing System
Page 9–4
– Section modulus:
W = 0,55 ⋅ e ⋅ A 2 ⋅ p ⋅ n c ⋅ k [cm3 ]
– Web shear area at the supports:
A w = 0, 05 ⋅ e ⋅ A1 ⋅ p ⋅ k [cm2 ]
A = unsupported span [m], without considera-
tion of cross ties, if any
A1 = similar to A, however, considering cross
ties, if any
nc = coefficient according to the following
Table 9.1
Table 9.1 Reduction coefficient nc
Number of cross ties nc
0 1,0
1 0,5
3 0,3
≥3 0,2
5.3.2 Vertical transverses are to be interconnected
by cross ties the cross sectional area of which is to be
determined according to 5.2.2.
5.3.3 Where web frames and stringers in the fore body
are dimensioned by strength calculations the stresses
shall not exceed the permissible stresses in 2.1.4.
Note
Where a large and long bulbous bow is arranged a
dynamic pressure psdyn is to be applied unilaterally.
The unilateral pressure can be calculated approxi-
mately as follows:
⎛ z⎞
p sdyn po ⋅ cF ⋅ ⎜ 1 + [ kN / m 2 ]
T ⎟⎠
= fitted. Generally, they should extend up to the upper-
⎝
po, cF, z and f according to Section 4, with f = 0,75.
For the effective area of psdyn, the projected area of
the z-x-plane from forward to the collision bulkhead
may be assumed.
5.4 Web frames and stringers in 'tween decks
and superstructure decks
Where the speed of the ship exceeds v0 = 1,6 ⋅ L [kn]
or in ships with a considerable bow flare respectively,
stringers and transverses according to 5.3 are to be
fitted within 0,1 L from forward perpendicular in
'tween deck spaces and superstructures.
The spacing of the stringers and transverses shall be
less than 2,8 m. A considerable bow flare exists, if the
flare angel exceeds 40°, measured in the ship's trans-
verse direction and related to the vertical plane.
I - Part 6
GL 2012
5.5 Tripping brackets
5.5.1 Between the point of greatest breadth of the
ship at maximum draft and the collision bulkhead
tripping brackets spaced not more than 2,6 m, meas-
ured vertically, according to Fig. 9.3 are to be fitted.
The thickness of the brackets is to be determined ac-
cording to 5.2.1. Where proof of safety against trip-
ping is provided tripping brackets may partly or com-
pletely be dispensed with.
Fig. 9.3 Tripping brackets
5.5.2 In the same range, in 'tween deck spaces and
superstructures of 3 m and more in height, tripping
brackets according to 5.5.1 are to be fitted.
5.5.3 Where peaks or other spaces forward of the
collision bulkhead are intended to be used as tanks,
tripping brackets according to 5.5.1 are to be fitted
between tiers of beams or stringers.
5.5.4 For ice strengthening, see Section 15.
6. Web frames in machinery spaces
6.1 Arrangement
6.1.1 In the engine room, web frames are to be
most continuous deck. They are to be spaced not more
than 5 times the frame spacing in the engine room.
6.1.2 For combustion engines, web frames shall
generally be fitted at the forward and aft ends of the
engine. The web frames are to be evenly distributed
along the length of the engine.
6.1.3 Where combustion engines are fitted aft,
stringers spaced 2,6 m apart are to be fitted in the
engine room, in alignment with the stringers in the
after peak, if any. Otherwise the main frames are to be
adequately strengthened. The scantlings of the string-
ers shall be similar to those of the web frames. At least
one stringer is required where the depth up to the
lowest deck is less than 4 m.
6.1.4 For the bottom structure in machinery spaces,
see Section 8, D.
I - Part 6 Section 9 B Framing System Chapter 1
GL 2012 Page 9–5

6.2 Scantlings 1.2 Where longitudinals abut at transverse bulk-

heads or webs, brackets are to be fitted. These lon-
6.2.1 The section modulus of web frames is not to gitudinals are to be attached to the transverse webs or
be less than: bulkheads by brackets with the thickness of the stif-
feners web thickness, and with a length of weld at the
W = 0,8 ⋅ e ⋅ A 2 ⋅ ps ⋅ k [cm3 ] longitudinals equal to 2 × depth of the longitudinals.

1.3 Outside the upper and the lower hull flange,

The moment of inertia of web frames is not to be less
the cross sectional areas stipulated in 1.2 may be re-
than:
duced by 20 per cent.

I = H (4,5 H − 3,5) ci ⋅ 102 [cm 4 ] 1.4 Where longitudinals are sniped at watertight
floors and bulkheads, they are to be attached to the
for 3 m ≤ H ≤ 10 m floors by brackets of the thickness of plate floors, and
with a length of weld at the longitudinals equal to 2 ×
depth of the bottom longitudinals. (For longitudinal
I = H (7,25 H − 31) ci ⋅ 102 [cm 4 ]
framing systems in double bottoms, see Section 8, C.7.)
for H > 10 m
1.5 For buckling strength of longitudinals see
Section 3, F.2.3 and 3.
ci = 1 + (Hu – 4) 0,07

The scantlings of the webs are to be calculated as 2. Definitions

follows:
A = unsupported span [m], see also Fig. 9.4.
depth : h = 50 ⋅ H [mm],
p = load [kN/m2]
h min = 250 mm
= pB according to Section 4, B.3. for bottom
h longitudinals
thickness : t = [mm],
32 + 0, 03 ⋅ h
= ps or pe according to Section 4, B.2. for
t min = 8, 0 mm side longitudinals

6.2.2 Ships with a depth of less than 3 m are to = p1 according to Section 4, D.1.1, for longi-
have web frames with web scantlings not less than tudinals at decks and at ship's sides, at
250 × 8 mm and a minimum face sectional area of longitudinal bulkheads and inner bottom
12 cm2. in way of tanks

6.2.3 In very wide engine rooms it is recommended For bottom longitudinals p due to tank pres-
to provide side longitudinal bulkheads. sure need not to be taken larger than:

p1 − (10 ⋅ Tmin − p0 ⋅ cF ) [kN/m 2 ]

B. Bottom-, Side- and Deck Longitudinals, For side longitudinals below Tmin p need not
Side Transverses to be taken larger than:

⎛ z ⎞
1. General p1 − 10 ( Tmin − z ) + p0 ⋅ cF ⎜1 + 2
⎟ [kN/m ]
⎝ Tmin ⎠
1.1 Longitudinals shall preferably be continuous with p ≤ p1
through floor plates and transverses. Attachments of
their webs to the webs of floor plates and transverses
are to be such that the support forces will be trans- = pd according to Section 4, D.2. for longitu-
mitted without exceeding a shear stress of 100/k dinals at ship's sides, at longitudinal
[N/mm2]. bulkheads in tanks intended to be par-
tially filled
For longitudinal frames and beams sufficient fatigue
strength according to Section 20 is to be demonstrated. = pD according to Section 4, B.1. for deck
longitudinals of the strength deck
Ahead of 0,1 L from F.P. webs of longitudinals are to
be connected effectively at both sides. If the flare = pDA according to Section 4, B.5. for exposed
angle is more than 40° additional heel stiffeners or decks which are not to be treated as
brackets are to be arranged. strength deck
Chapter 1 Section 9 B Framing System I - Part 6
Page 9–6 GL 2012

= pL according to Section 4, C.1. for longitudi-
nals of cargo decks and for inner bottom
longitudinals and in case of inner bottom
longitudinal not less than the load corre-
sponding to the distance between inner
bottom and deepest load waterline
p0 = according to Section 4, A.2.2
For fatigue strength calculations according to Section
20, Table 20.1 bending stresses due to local stiffener
bending and longitudinal normal stresses due to global
hull girder bending are to be combined. Bending
stresses from local stiffener bending due to lateral
loads p can be calculated as follows:
for 0 ≤ xA ≤ AK

cF = according to Section 4, Table 4.1 83 ⋅ m ⋅ a ⋅ A 2 ⋅ p

σA = + σh [N/mm2]
Tmin = smallest ballast draught Wa

σL = axial stress in the profile considered [N/mm2] for xA = hs + Ab

according to Section 5, D.1.
σB = σA ⋅ m1 [N/mm2]
z = distance of structure [m] above base line
Wa = section modulus of the profile [cm3] includ-
xA = distance [mm] from transverse structure at I ing effective plate width according to Section
and J respectively (see Fig. 9.4) 3, F.2.2
σh according to Section 3, K.1.
3. Scantlings of longitudinals and longitudi-
nal beams m1 = 1 – 4 ⋅ c3 ⋅ [1 – 0,75 ⋅ c3]

3.1 Section modulus WA and shear area AA of for position B at I

longitudinals and longitudinal beams of the strength h sI + A bI − A KI
deck are not to be less than: c3I =
103 ⋅ A ⋅ m K
83
WA = m ⋅ a ⋅ A2 ⋅ p [cm3] for position B at J
σpr
h sJ + A bJ − A KJ
AA = (1 − 0,817 ⋅ ma ) 0,05 ⋅ a ⋅ A ⋅ p ⋅ k [cm2] c3J =
103 ⋅ A ⋅ m K
The permissible stress σpr is to be determined accord- The stresses at point A shall not be less than the
ing to the following formulae: stresses in adjacent fields (aft of frame I and forward
of frame J respectively).
σpr = σperm − σL [N / mm2 ]
3.2 In tanks, the section modulus is not to be less
than W2 according to Section 12, B.3.1.1.
150
σpr ≤ [N / mm2 ]
k 3.3 Where the scantlings of longitudinals are deter-
⎛ L ⎞ 230 mined by strength calculations, the total stress compris-
σperm = ⎜ 0,8 + ⎟ [N / mm2 ] ing local bending and normal stresses due to longitudinal
⎝ 450 ⎠ k
hull girder bending is not to exceed the total stress value
230 σperm and σperm max respectively as defined in 3.1.
σperm max = [N / mm2 ]
k
3.4 If nonsymmetrical sections are used additional
For side longitudinals WA and AA shall not be less than: stresses according to Section 3, K. shall be considered.

83 3.5 Where struts are fitted between bottom and

WA min = m ⋅ a ⋅ A 2 ⋅ ps1 ⋅ cRO [cm3 ] inner bottom longitudinals, see Section 8, C.7.2.
σpermmax − σL

AA min = (1− 0,817 ⋅ ma ) 0,037 ⋅ a ⋅ A ⋅ ps1 ⋅ k
ps1 according to Section 4, B.2.1.1 and 2.1.2 respec-
tively. In case of scantling determination by direct
strength calculations the permissible stress σpr of side
longitudinals shall not exceed:
120
σ pr ≤
k ing to A.5.5 are to be arranged. c0 see Section 4, A.2.
[cm2 ] 3.6 For scantlings of side longitudinals in way of
those areas which are to be strengthened for operating
manoeuvres see Section 6, C.5.
3.7 In the fore body where the flare angle α is
more than 40° and in the aft body where the flare
angle α is more than 75° the unsupported span of the
longitudinals located above Tmin – c0 shall not be
larger than 2,6 m. Otherwise tripping brackets accord-
I - Part 6 Section 9 B Framing System Chapter 1
GL 2012 Page 9–7

3.8 The side shell longitudinals within the range web: G ⋅ hs ⋅ ts [N/mm]
Ss =
from 0,5 m below the minimum draught up to 2,0 m bs
above the maximum draught and a waterline breadth
exceeding 0,9 ⋅ B are to be examined for sufficient collar plate: G ⋅ hc ⋅ tc [N/mm]
Sc =
strength against berthing impacts. The force induced bc
by a fender into the side shell may be determined by:
G = shear modulus [N/mm2]
0 < D ≤ 2 100 [t]: Pf = 0,08 · D [kN] Ahc = connection length [mm] of heel stiffener
2 100 < D ≤ 17 000 [t]: Pf = 170 [kN] Ah = length [mm] of the minimum heel stiffener
cross-sectional area;
D > 17 000 [t]: Pf = D/100 [kN]
th, bs, hs, ts, bc, hc, tc [mm] see Fig. 9.4
D = displacement of the ship [t]
Ak see 2.
3.9 In order to withstand the load Pf the section
modulus WA of side shell longitudinals are not to be 4.4 The force Ph transmitted from the longitudi-
less than: nal to the transverse member by the heel stiffener is to
k ⋅ Mf be taken as follows:
WA = ⋅ 103 [cm3 ]
235 Ph = ε h ⋅ P [kN]
k = material factor
Sh
Mf = bending moment εh =
Sh + Ss + Sc
Pf
= ( A − 0,5 ) [kNm]
16 4.5 The forces Ps and Pc transmitted through the
shear connections to the transverse support member
A = unsupported length [m]
are to be taken as follows:

4. Connections between transverse support Ps = εs ⋅ P [kN]

member and intersecting longitudinal
Ss
4.1 At the intersection of a longitudinal with a with εs =
transverse support member (e.g., web), the shear con- Sh + Ss + Sc
nections and attached heel stiffener are to be designed
within the limit of the permissible stresses acc. 4.7. At Pc = εc ⋅ P [kN]
intersections of longitudinals with transverse tank
boundaries the local bending of tank plating shall be
prevented by effective stiffening. Sc
with εc =
Sh + Ss + Sc
4.2 The total force P transmitted from the longi-
tudinal to the transverse support member is given by: 4.6 The cross-sectional areas of a heel stiffener
are to be such that the calculated stresses do not ex-
P = (1 − 0,817 ⋅ m a ) ⋅ a ⋅ A ⋅ p [kN]
ceed the permissible stresses.
p = design load [kN/m2] for the longitudinal acc. – normal stress at minimum heel stiffener cross-
to 2. sectional area:
ma = see A.1.4
103 ⋅ Ph 150
σaxial = ≤ [N/mm2]
In case of different conditions at both sides of the Ah ⋅ th k
transverse support member the average unsupported
length A and the average load p are to be used. – normal stress in the fillet weld connection of
heel stiffener:
4.3 The stiffness of the connections between the
longitudinal and transverse support member are ac- 103 ⋅ Ph
σweld = ≤ σvp [N/mm2]
counted for by considering Sh, Ss and Sc. If no heel 2 ⋅ a ⋅ ( A hc + t h + a )
stiffener or collar plate are fitted, the respective values
are to be taken as (Sh, Sc) = 0. a = throat thickness [mm] of fillet weld, see Sec-
⎛ 450 ⎞
tion 19, B.3.3
E ⋅ A h ⋅ t h ⋅ ⎜1 + ⎟
heel stiffener: Sh = ⎝ Ah ⎠
[N/mm] σvp = permissible equivalent stress in the fillet weld
380 acc. to Section 19, Table19.2
Chapter 1 Section 9 B Framing System I - Part 6
Page 9–8 GL 2012

Heel stiffener
Web frame

(th)

bs lh
(ts)

lhc
hs
Side longitudinal

Web frame Heel stiffener

bs bc lh
(ts)

lhc
Lug lk
plate
hc (tc)
hs Side longitudinal

Fig. 9.4 Typical intersections of longitudinals and transverse support members

4.7 The cross-sectional areas of the shear connec- 4.8 The cross-sectional area of a collar plate is to
tions are to be such that the calculated stresses do not be such that the calculated bending stress does not
exceed the permissible stresses. exceed the permissible stresses.

– shear stress in the shear connections to the – bending stress of collar plate
transverse support member:
3 ⋅103 ⋅ Pc ⋅ bc 150
σc = ≤ [N/mm2]
10 ⋅ Pi 3
100 h c2 ⋅ tc k
τi = ≤ [N/mm2]
hi ⋅ ti k – bending stress in the fillet weld connection of
the collar plate
– shear stress in the shear connections in way of
fillet welds: 1,5 ⋅ 103 ⋅ Pc ⋅ bc
σ weld,c = ≤ σ vp [N/mm2]
h c2 ⋅ a
103 ⋅ Pi
τ weld,i = ≤ τp [N/mm2]
2 ⋅ a ⋅ hi
4.9 For typical heel stiffeners (Fig. 9.4, upper
part) at outer shell the fatigue strength shall be ap-
τp = permissible shear stress in the fillet weld acc. proximated by a simplified approach.
to Section 19, Table 9.2
i = s for the shear connection of longitudinal and 4.9.1 The fatigue relevant pressure range Δp in-
transverse support member duced by tank pressure and outer pressure on the shell
or a superposition of both is given by the pressure
= c for the shear connection of longitudinal and difference between maximum and minimum load
collar plate according to Section 20, Table 20.1.
I - Part 6 Section 9 B Framing System Chapter 1
GL 2012 Page 9–9

4.9.2 The permissible fatigue stress range is given by

f ⋅b 200 ⎛ b2 ⎞
ts = 2 +
90 ⋅ f n ⋅ f r b2 k ⎜⎜ ⎟
a 2 ⎟⎠
Δσ p = [N/mm2] 1+ ⎝
⎛ Ah ⎞ 2 a2
⎜ 50 + C ⎟ ⋅ k sp
⎝ ⎠ a, b = length of side of the unstiffened web plate
field, a ≥ b
fr = mean stress factor as given in Section 20
f = 0,75 in general
fn = factor as given in Section 20, Table 20.2 for = 0,9 in the aft body with extreme flare and
welded joints
in the fore body with flare angles α are
C = 1 with collar plate; without C = 2 less or equal 40°

ksp = factor for additional stresses in non-symme- = 1,0 in the fore body where flare angles α
trical longitudinal sections according to Sec- are greater than 40°
tion 3, Table 3.7 In the fore body where flare angles α are larger than 40°
the web in way of the deck beam has to be stiffened.
4.9.3 A fatigue strength analysis according to Sec-
tion 20, C. may substitute the simplified approach. 5.3 In tanks the web thickness shall not be less
than the minimum thickness according to Section 12,
5. Side transverses A.7., and the section modulus and the cross sectional
area are not to be less than W2 and Aw2 according to
5.1 Section modulus W and shear area AW of Section 12, B.3.
side transverses supporting side longitudinals are not
to be less than: 5.4 The webs of side transverses within the range
from 0,5 m below the minimum draught up to 2,0 m
W = 0,55 ⋅ e ⋅ A 2 ⋅ p ⋅ k [cm3 ] above the maximum draught and a waterline breadth
exceeding 0,9 ⋅ B are to be examined for sufficient
A W = 0, 05 ⋅ e ⋅ A ⋅ p ⋅ k [cm 2 ] buckling strength against berthing impacts. The force
induced by a fender into the web frame may be deter-
mined as in 3.8.
5.2 Where the side transverses are designed on
the basis of strength calculations the following stresses 5.5 In order to withstand the load Pf on the web
are not to be exceeded:
frames, the following condition has to be met:
150 Pf ≤ Pfu
σb = [N / mm 2 ]
k
Pf see 3.9
100 2
τ = [N / mm ] Pfu = t s2 ⋅ R eH [C + 0,17 ] [kN]
k

180 C = 0,27 in general

σv = σ b2 + 3τ2 ≤ [N / mm 2 ]
k = 0,20 for web frame cutouts with free edges
in way of continuous longitudinals
Side transverses and their supports (e. g. decks) are to
be checked according to Section 3, F. with regard to ts = web thickness of the side transverses [mm]
their buckling strength.
6. Strengthenings in the fore and aft body
Note
In the fore and aft peak web frames and stringers or
The web thickness can be dimensioned depending on tiers of beams respectively are to be arranged accord-
the size of the unstiffened web field as follows: ing to A.5.
I - Part 6 Section 10 B Deck Beams and Supporting Deck Structures Chapter 1
GL 2012 Page 10–1

Section 10

Deck Beams and Supporting Deck Structures

A. General 2. Permissible stresses

Where the scantlings of girders not forming part of the
1. Definitions longitudinal hull structure, or of transverses, deck
beams, etc. are determined by means of strength cal-
k = material factor according to Section 2, B.2.
culations the following stresses are not to be ex-
A = unsupported span [m] according to Section ceeded:
3, C. 150
σb = [N / mm 2 ]
e = width of plating supported, measured from k
centre to centre of the adjacent unsupported 100
fields [m] τ = [N / mm 2 ]
k
p = deck load pD, pDA or pL [kN/m2], according 180
to Section 4, B. and C. σv = σ2 + 3τ2 = [N / mm 2 ]
k
c = 0,55
= 0,75 for beams, girders and transverses 3. Buckling strength
which are simply supported on one or The buckling strength of the deck structures is to be
both ends examined according to Section 3, F. For this purpose
Ps = pillar load the design stresses according to Section 5, D.1. and
the stresses due to local loads are to be considered. In
= p ⋅ A + Pi [kN] the fore and aft ship region this includes also pressures
due to slamming according to Section 4, B.2.2 and
A = load area for one pillar [m2] 2.3.

Pi = load from pillars located above the pillar

considered [kN]
B. Deck Beams and Girders
λs = degree of slenderness of the pillar
1. Transverse deck beams and deck longitu-
As R eH dinals
= ≥ 0, 2
is ⋅ π E
Section modulus Wd and shear area Ad of transverse
As = length of the pillar [cm] deck beams and of deck longitudinals between 0,25 H
and 0,75 H above base line are to be determined by
is = radius of gyration of the pillar the following formula:

Wd = m ⋅ c ⋅ a ⋅ p ⋅ A 2 ⋅ k [cm3 ]
Is
= [cm]
As A d = (1 − 0,817 ⋅ ma ) 0,05 ⋅ a ⋅ A ⋅ p ⋅ k [cm 2 ]
= 0,25 ⋅ ds for solid pillars of circular
m 2k
cross section m = m 2k − ma2 ; m ≥
2
= 0, 25 d a2 + d i2 for tubular pillars ma = see Section 3, A.4.
mk = see Section 3, C.1.
Is = moment of inertia of the pillar [cm4]
As = sectional area of the pillar [cm2] 2. Deck longitudinals in way of the upper and
lower hull flange
ds = pillar diameter [cm]
da = outside diameter of pillar [cm] The section modulus of deck longitudinals of decks
located below 0,25 H and/or above 0,75 H from base
di = inside diameter of pillar [cm] line is to be calculated according to Section 9, B.
Chapter 1 Section 10 C Deck Beams and Supporting Deck Structures I - Part 6
Page 10–2 GL 2012

3. Attachment 4.5 Face plates are to be stiffened by tripping

3.1 Transverse deck beams are to be connected to
the frames by brackets according to Section 3, D.2.
3.2 Deck beams crossing longitudinal walls and
girders may be attached to the stiffeners of longitudi-
nal walls and the webs of girders respectively by
welding without brackets.
brackets according to Section 3, H.3.5. At girders of
symmetrical section, they are to be arranged alter-
nately on both sides of the web.
4.6 For girders in line of the deckhouse sides
under the strength deck, see Section 16, A.3.2.
4.7 For girders forming part of the longitudinal
hull structure and for hatchway girders see E.

3.3 Deck beams may be attached to hatchway 5. Supporting structure of windlasses and
coamings and girders by double fillet welds where chain stoppers
there is no constraint. The length of weld is not to be
less than 0,6 × depth of the section.
5.1 For the supporting structure under windlasses
and chain stoppers, the following permissible stresses
3.4 Where deck beams are to be attached to are to be observed:
hatchway coamings and girders of considerable rigid-
ity (e.g. box girders), brackets are to be provided. 200
σb = [N / mm 2 ]
k
3.5 Within 0,6 L amidships, the arm lengths of
120
the beam brackets in single deck ships are to be in- τ = [N / mm 2 ]
creased by 20 %. The scantlings of the beam brackets k
need, however, not be taken greater than required for
the Rule section modulus of the frames. 220
σv = σ2 + 3τ2 = [N / mm 2 ]
k
3.6 Regarding the connection of deck longitudi-
nals to transverses and bulkheads, Section 9, B.1. is to 5.2 The acting forces are to be calculated for
be observed. 80 % and 45 % respectively of the rated breaking load
of the chain cable, i.e.:

4. Girders and transverses – for chain stoppers 80 %

– for windlasses 80 %, where chain stoppers
4.1 Section modulus W and shear area Aw are not are not fitted
to be less than:
– for windlasses 45 %, where chain stoppers
are fitted
W = c ⋅ e ⋅ A2 ⋅ p ⋅ k [cm3 ]
The GL Rules for Machinery Installations (I-1-2), Sec-
A W = 0,05 ⋅ p ⋅ e ⋅ A ⋅ k [cm 2 ] tion 14, D. are to be observed. See also GL Rules for
Equipment (II-1-4), Section 2, Table 2.7.

4.2 The depth of girders is not to be less than

1/25 of the unsupported span. The web depth of gird-
ers scalloped for continuous deck beams is to be at C. Pillars
least 1,5 times the depth of the deck beams.

Scantlings of girders of tank decks are to be deter- 1. General

mined according to Section 12, B.3.
4.3 Where a girder does not have the same sec-
tion modulus throughout all girder fields, the greater
scantlings are to be maintained above the supports and
are to be reduced gradually to the smaller scantlings.
4.4 End attachments of girders at bulkheads are
to be so dimensioned that the bending moments and
shear forces can be transferred. Bulkhead stiffeners
under girders are to be sufficiently dimensioned to
support the girders.
1.1 Structural members at heads and heels of
pillars as well as substructures are to be constructed
according to the forces they are subjected to. The
connection is to be so dimensioned that at least 1 cm²
cross sectional area is available for 10 kN of load.
Where pillars are affected by tension loads doublings
are not permitted.
1.2 Pillars in tanks are to be checked for tension.
Tubular pillars are not permitted in tanks for flamma-
ble liquids.
I - Part 6 Section 10 E Deck Beams and Supporting Deck Structures Chapter 1
GL 2012 Page 10–3

1.3 For structural elements of the pillars' trans-
verse section, sufficient buckling strength according to
Section 3, F. has to be verified. The wall thickness of
tubular pillars which may be expected to be damaged
during loading and unloading operations is not to be
less than:
t w = 4,5 + 0,015 da [mm] for da ≤ 300 mm
1.3 Face plates are to be secured against tilting
by tripping brackets fitted to the webs at suitable dis-
tances (see also Section 3, H.3.).
1.4 Particulars of calculation, together with draw-
ings of the cantilever construction are to be submitted
for approval.

= 0,03 da [mm] for da > 300 mm 2. Permissible stresses

When determining the cantilever scantlings, the fol-
1.4 Pillars also loaded by bending moments have lowing permissible stresses are to be observed:
to be specially considered.
– where single cantilevers are fitted at greater
2. Scantlings distances:

The sectional area of pillars is not to be less than: bending stress:

Ps 125
As req = 10 ⋅ [cm 2 ] σb = [N / mm 2 ]
σp k

σp = permissible compressive stress [N/mm2] shear stress:

κ 80
= ⋅ R eH τ = [N / mm 2 ]
S k

κ = reduction factor – where several cantilevers are fitted at smaller

distances (e.g. at every frame):
1
= bending stress:
φ + φ2 − λs2
150
σb = [N / mm 2 ]
φ = 0,5 ⎡1 + n p ( λs − 0, 2 ) + λs 2 ⎤ k
⎣ ⎦
np = 0,34 for tubular and rectangular pillars shear stress:

= 0,49 for open sections 100

τ = [N / mm 2 ]
S = safety factor k

= 2,00 in general equivalent stress:

= 1,66 in accommodation area 180
σv = σ2 + 3τ2 = [N / mm 2 ]
k
Likewise, the stresses in web frames are not to exceed
D. Cantilevers the values specified above.

1. General

1.1 In order to withstand the bending moment
arising from the load P, cantilevers for supporting
girders, hatchway coamings, engine casings and un-
supported parts of decks are to be connected to trans-
verses, web frames, reinforced main frames, or walls.
1.2 When determining the scantlings of the canti-
levers and the aforementioned structural elements, it is
to be taken into consideration that the cantilever bend-
ing moment depends on the load capacity of the canti-
lever, the load capacity being dependent on the ratio
of rigidity of the cantilever to that of the members
supported by it.
E. Hatchway Girders and Girders Forming
Part of the Longitudinal Hull Structure
1. The scantlings of longitudinal and transverse
hatchway girders are to be determined on the basis of
strength calculations. The calculations are to be based
upon the deck loads calculated according to Section 4,
B. and C.
2. The hatchway girders are to be so dimen-
sioned that the stress values given in Table 10.1 will
not be exceeded.
Chapter 1 Section 10 E Deck Beams and Supporting Deck Structures I - Part 6
Page 10–4 GL 2012

Table 10.1 Maximum stress values σA for hatch- 4. The equivalent stress is not to exceed the
way girders following value:

Longitudinal coaming All other ⎛ L ⎞ 230 2

and girders of the hatchway σ v, all = ⎜ 0,8 + ⎟ k [N / mm ]
⎝ 450 ⎠
strength deck girders
for L < 90 m
upper and lower flanges:

150 230
σA = [N / mm 2 ] = [N / mm 2 ]
k 150 k
σA = [N/mm2]
deck level:
k for L ≥ 90 m

70
σA = [N / mm 2 ] σv = σ 2x + σ 2y − σ x ⋅ σ y + 3τ2
k

σx = σL + σA
3. For continuous longitudinal coamings with a
length exceeding 0,1 L the combined stress resulting
from longitudinal hull girder bending and local bend- σy = stress in the ship's transverse direction
ing of the longitudinal coaming is not to exceed the
following value: τ = shear stress

200 90
σL + σA ≤ [N / mm 2 ] τmax = [N / mm 2 ]
k k

The individual stresses σA and σy are not to exceed

σA = local bending stress in the ship's longitudinal
150/k [N/mm2].
direction
σL = design longitudinal hull girder bending stress 5. The requirements regarding buckling strength
according to Section 5, D.1. according to A.3. are to be observed.
I - Part 6 Section 11 A Watertight Bulkheads
GL 2012
Section 11
Watertight Bulkheads
A. General
1. Watertight subdivision
1.1 All ships are to have a collision bulkhead, a
stern tube bulkhead and one watertight bulkhead at
each end of the engine room. In ships with machinery
aft, the stern tube bulkhead may substitute the aft
engine room bulkhead (see also 2.2).
1.2 Number and location of transverse bulkheads
fitted in addition to those specified in 1.1 are to be so
selected as to ensure sufficient transverse strength of
the hull.
1.3 For ships which require proof of survival
capability in damaged conditions, the watertight sub-
division will be determined by damage stability calcu-
lations; see Section 23 and Section 33 for special
purpose ships.
2. Arrangement of watertight bulkheads
2.1 Collision bulkhead
2.1.1 A collisions bulkhead shall be located at a dis-
tance from the forward perpendicular of not less than
0,05 Lc or 10 m, whichever is the less, and, except as
may be permitted by the Administration, not more than
0,08 Lc or 0,05 Lc +3 m, whichever is the greater.
2.1.2 Where any part of the ship below the water-
line extends forward of the forward perpendicular,
e.g., a bulbous bow, the distance x shall be measured
from a point either:
– at the mid-length of such extension, i.e. x = 0,5 ⋅ a
– at a distance 0,015 Lc forward of the forward
perpendicular, i.e. x = 0,015 ⋅ Lc, or
– at a distance 3 m forward of the forward per-
pendicular, i.e. x = 3,0 m
whichever gives the smallest measurement.
The length Lc and the distance a are to be specified in
the approval documents.
2.1.3 If 2.1.2 is applicable, the required distances
specified in 2.1.1 are to be measured from a reference
point located at a distance x forward of the F.P.
Chapter 1
Page 11–1
Superstructure deck
Bulkhead deck
max. 0,08 Lc or 0,05 Lc+ 3m
min. 0,05Lc or 10m
0,85 Hc
x
Lc a
F. P.
Fig. 11.1 Location of collision bulkhead
2.1.4 The collision bulkhead shall extend water-
tight up to the bulkhead deck. The bulkhead may have
steps or recesses provided they are within the limits
prescribed in 2.1.1.
2.1.5 No doors, manholes, access openings, or
ventilation ducts are permitted in the collision bulk-
head below the bulkhead deck.
2.1.6 Except as provided in 2.1.7 the collision bulk-
head may be pierced below the bulkhead deck by not
more than one pipe for dealing with fluid in the fore-
peak tank, provided that the pipe is fitted with a screw-
down valve capable of being operated from above the
bulkhead deck, the valve chest being secured inside
the forepeak to the collision bulkhead. The Administra-
tion may, however, authorize the fitting of this valve
on the after side of the collision bulkhead provided
that the valve is readily accessible under all service
conditions and the space in which it is located is not a
cargo space. All valves shall be of steel, bronze or
other approved ductile material. Valves of ordinary
cast iron or similar material are not acceptable.
2.1.7 If the forepeak is divided to hold two differ-
ent kinds of liquids the Administration may allow the
collision bulkhead to be pierced below the bulkhead
deck by two pipes, each of which is fitted as required
by 2.1.6, provided the Administration is satisfied that
there is no practical alternative to the fitting of such a
second pipe and that, having regard to the additional
subdivision provided in the forepeak, the safety of the
ship is maintained.
Chapter 1 Section 11 B Watertight Bulkheads
Page 11–2
2.1.8 Where a long forward superstructure is fitted
the collision bulkhead shall be extended weathertight
to the deck next above the bulkhead deck. The exten-
sion need not be fitted directly above the bulkhead
below provided it is located within the limits pre-
scribed in 2.1.1 or 2.1.3 with the exception permitted
by 2.1.9 and that the part of the deck which forms the
step is made effectively weathertight.
2.1.9 The number of openings in the extension of
the collision bulkhead above the bulkhead deck shall be
restricted to the minimum compatible with the design
and normal operation of the ship. All such openings
shall be capable of being closed weathertight.
2.2 Stern tube and remaining watertight bulk-
heads
2.2.1 Bulkheads shall be fitted separating the ma-
chinery space from cargo and accommodation spaces
forward and aft and made watertight up to the bulkhead
deck. The afterpeak bulkhead may be stepped below
the bulkhead deck, provided the degree of safety of the
ship as regards subdivision is not thereby diminished.
2.2.2 In all cases stern tubes shall be enclosed in
watertight spaces of moderate volume.
3. Openings in watertight bulkheads
3.1 General
3.1.1 Type and arrangement of doors are to be
submitted for approval.
3.1.2 Regarding openings in the collision bulkhead
see 2.1.5 and 2.1.9.
3.1.3 In the other watertight bulkheads, watertight
doors may be fitted.
3.1.4 On ships for which proof of floatability in
damaged condition is to be provided, hinged doors are
permitted above the most unfavourable damage water-
line for the respective compartment only. Deviating and
additional requirements hereto are given in Chapter II-1
Reg. 13-1 of SOLAS (as amended by MSC.216 (82)).
3.1.5 Watertight doors are to be sufficiently strong
and of an approved design. The thickness of plating is not
to be less than the minimum thickness according to B.2.
3.1.6 Openings for watertight doors in the bulk-
heads are to be effectively framed such as to facilitate
proper fitting of the doors and to guarantee perfect
water tightness.
3.1.7 Before being fitted, the watertight bulkhead
doors, together with their frames, are to be tested by a
head of water corresponding to the bulkhead deck
height. After having been fitted, the doors are to be
hose- or soap-tested for tightness and to be subjected
to an operational test. Deviating and additional re-
quirements hereto are given in Chapter II-1 Reg. 16 of
SOLAS as amended.
I - Part 6
GL 2012
3.2 Hinged doors
Hinged doors are to be provided with rubber sealings
and toggles or other approved closing appliances
which guarantee a sufficient sealing pressure. The
toggles and closing appliances are to be operable from
both sides of the bulkhead. Hinges are to have oblong
holes. Bolts and bearings are to be of corrosion resis-
tant material. A warning notice requiring the doors to
be kept closed at sea is to be fitted at the doors.
3.3 Sliding doors
Sliding doors are to be carefully fitted and are to be
properly guided in all positions. Heat sensitive materi-
als are not to be used in systems which penetrate wa-
tertight subdivision bulkheads, where deterioration of
such systems in the event of fire would impair the
watertight integrity of the bulkheads.
The closing mechanism is to be safely operable from
each side of the bulkhead and from above the free-
board deck. If closing of the door cannot be observed
with certainty, an indicator is to be fitted which shows,
if the door is closed or open; the indicator is to be
installed at the position from which the closing
mechanism is operated.
3.4 Penetrations through watertight bulkheads
Where bulkhead fittings are penetrating watertight
bulkheads, care is to be taken to maintain water tight-
ness by observation of Chapter II-1 Reg. 12 of SOLAS
as amended. For penetrations through the collision
bulkhead, 2.1.6 is to be observed.
B. Scantlings
1. Definitions
tK = corrosion addition according to Section 3, J.
a = spacing of stiffeners [m]
A = unsupported span [m], according to Section
3, C.
p = 9,81 h [kN/m2]
h = distance from the load centre of the structure
to a point 1 m above the bulkhead deck at the
ship's side, for the collision bulkhead to a
point 1 m above the upper edge of the colli-
sion bulkhead at the ship's side
For the definition of "load centre" see Section
4, A.2.1
cp, cs = coefficients according to Table 11.1
235
f =
R eH
I - Part 6 Section 11 B Watertight Bulkheads Chapter 1
GL 2012 Page 11–3

Table 11.1 Coefficients cp and cs 3.2 In horizontal part of bulkheads, the stiffeners
are also to comply with the rules for deck beams ac-
Collision Other cording to Section 10.
Coefficients cp and cs
bulkhead bulkheads
3.3 The scantlings of the brackets are to be de-
Plating cp 1,1 f 0,9 f termined in dependence of the section modulus of the
cs: in case of stiffeners according to Section 3, D.2. If the length of
constraint of 0,33 ⋅ f 0,265 ⋅ f the stiffener is 3,5 m and over, the brackets are to
both ends extend to the next beam or the next floor.
cs: in case of
Stiffeners, simple sup- 3.4 Unbracketed bulkhead stiffeners are to be
corrugated port of one connected to the decks by welding. The length of weld
end and con- 0,45 ⋅ f 0,36 ⋅ f is to be at least 0,6 × depth of the section.
bulkhead
elements straint at the
other end 3.5 If the length of stiffeners between bulkhead
cs: both ends deck and the deck below is 3 m and less, no end at-
simply sup- 0,66 ⋅ f 0,53 ⋅ f tachment according to 3.4 is required. In this case the
ported stiffeners are to be extended to about 25 mm from the
deck and sniped at the ends, see also Section 3, D.3.
For the definition of "constraint" and "simply sup-
ported", see Section 3, D.1. 3.6 Bulkhead stiffeners cut in way of watertight
doors are to be supported by carlings or stiffeners.
2. Bulkhead plating
4. Corrugated bulkheads
2.1 The thickness of the bulkhead plating is not
to be less than: 4.1 The plate thickness of corrugated bulkheads
is not to be less than required according to 2.1.
t = cp ⋅ a p + tK [mm]
For the spacing a [m] the greater one of the values b or
t min = 6, 0 f [mm] s according to 4.3 is to be taken.

4.2 The section modulus of a corrugated bulk-

2.2 In small ships, the thickness of the bulkhead head element is to be determined according to 3.1. For
plating needs not exceed the thickness of the shell plating
the spacing a [m] the width of an element e, according
for a frame spacing corresponding to the stiffener spacing.
to 4.3 is to be taken. For the end attachment see
Section 3, D.4.
2.3 The stern tube bulkhead is to be provided
with a strengthened plate in way of the stern tube.
4.3 The actual section modulus of a corrugated
2.4 In areas where concentrated loads due to ship bulkhead element is to be assessed according to the
manoeuvres at platforms or terminals may be ex- following formula:
pected, the buckling strength of bulkhead plate fields
⎛ s⎞
directly attached to the side shell, is to be examined W = t ⋅ d ⎜ b + ⎟ [cm3 ]
according to Section 9, B.4.4 and 4.5. ⎝ 3⎠

2.5 When determining the bulkhead scantlings of e = width of element [cm]

tanks, connected by cross-flooding arrangements, the b = breadth of face plate [cm]
increase in pressure head at the immerged side that
may occur at maximum heeling in the damaged condi- s = breadth of web plate [cm]
tion shall be taken into account. d = distance between face plates [cm]
t = plate thickness [cm]
3. Stiffeners
α ≥ 45°
3.1 The section modulus of bulkhead stiffeners is
not to be less than: b
b
W = m ⋅ cs ⋅ a ⋅ A 2 ⋅ p [cm3 ] 2
s
d

m 2k
a

m = m 2k − ma2 ; m ≥
2
ma = see Section 3, A.4. e

mk = see Section 3, C.1. Fig. 11.2 Element of a corrugated bulkhead

Chapter 1 Section 11 B Watertight Bulkheads I - Part 6
Page 11–4 GL 2012

5. Primary supporting members 5.3.3 Dimensioning of primary supporting

5.1 General
Primary supporting members are to be dimensioned
using direct calculation as to ensure the stress criteria
according to 5.3.1 for normal operation and the crite-
ria according to 5.3.2 if any hold is flooded.
members
For dimensioning of primary supporting members
plastic hinges can be taken into account.
This can be done either by a non-linear calculation of
the total bulkhead or by a linear girder grillage calcu-
lation of the idealised bulkhead.

Regarding effective breadth and buckling proof in When a linear girder grillage calculation is done, only
each case Section 3, E. and F. has to be observed. those moments and shear forces are taken as boundary
conditions at the supports, which can be absorbed by
In areas with cut-outs 2nd-order bending moments the relevant sections at these locations in full plastic
shall be taken into account. condition.
The plastic moments [kNm] are calculated by:
5.2 Load assumptions
Wp ⋅ R eH
Mp =
5.2.1 Loads during operation c ⋅ 1 200
Loads during operation are the external water pres- c = 1,1 for the collision bulkhead
sure, see Section 4, the loads due to cargo, if applica-
ble, and filled tanks. = 1,0 for other hold bulkheads

5.2.2 Loads in damaged condition The plastic shear forces [kN] are calculated by:

The loads in case of hold flooding result from 1.3 As ⋅ R eH

Qp =
considering Section 23, D.1.3. c ⋅ 2 080

5.3 Strength criteria For the field moments and shear forces resulting thereof
the sections are defined in such a way that the condition
5.3.1 Load case "operation" σv ≤ R eH
With loads according to 5.2.1 the following permissi-
is fulfilled.
ble stresses are to be used:
The plastic section moduli are to be calculated as
σv =
2
σN + 3 τ 2
≤ 180 / k [N/mm2] follows:

1 n
σN = normal stress, σN ≤ 150 / k [N/mm2] Wp = ∑ Ai ⋅ epi [cm3 ]
1000 i = 1
τ = shear stress, τ ≤ 100 / k [N/mm2] epi = distance [mm] of the centre of the partial area
k = material factor according Section 2, B.2. Ai from the neutral axis of the yielded section.
The neutral axis shall not be taken in a position
lower than the lowest point of the web.
5.3.2 Load case "hold flooding"
Ai = effective partial area [mm2] considering Sec-
The thickness of webs shall not be smaller than: tion 3, F.2.2.
1000 ⋅ Q In this connection the area As of webs transferring
tw = + t K [mm] shear shall not be taken into account.
τzul ⋅ h w
That part of the web height related to shear transfer
shall not be less than:
Q ⎛ b2⎞
R
τzul = 727 ReH ⎜1 + 0,75 ⎟ ≤ eH [N/mm]
2
b ⋅ hw ⎜ a2 ⎟ 2,08 tw
⎝ ⎠ Δ hw = hw ⋅
t wa
Q = shear force [kN]
twa = as built thickness of the web ≥ tw
hw = height of web [mm]
Where girders are built up by partial areas Ai with
a, b = lengths of stiffeners of the unstiffened web different yield strength ReHi the plastic moments are
field, where hw ≥ b ≤ a calculated by:
I - Part 6 Section 11 C Watertight Bulkheads Chapter 1
GL 2012 Page 11–5

n 1.2 The access opening between engine room and

∑ Ai ⋅ R eHi ⋅ e pi
i =1 shaft tunnel is to be closed by a watertight sliding door
Mp = [kNm] complying with the requirements according to A.3.3.
c ⋅ 1, 2 ⋅ 106 For extremely short shaft tunnels watertight doors
between tunnel and engine room may be dispensed
The plastic shear forces are: with subject to special approval.

n In this connection see also Chapter II-1, Regulation

∑ Asi ⋅ R eHi 11/8 of SOLAS as amended.
i =1
Qp = [kN]
c ⋅ 2080 1.3 Tunnel ventilators and the emergency exit are
to be constructed watertight up to the freeboard deck.

6. Watertight longitudinal structures 2. Scantlings

The plating and stiffeners of watertight longitudinal
structures shall be dimensioned according to Table 2.1 The plating of the shaft tunnel is to be dimen-
11.1, column "Other bulkheads". sioned as for a bulkhead according to B.2.1.

2.2 The plating of the round part of tunnel tops

may be 10 per cent less in thickness.
C. Shaft Tunnels
2.3 The section modulus of shaft tunnel stiffeners
1. General is to be determined according to B.3.1.

1.1 Shaft and stuffing box are to be accessible. 2.4 Horizontal parts of the tunnel are to be
Where one or more compartments are situated be- treated as horizontal parts of bulkheads and as loaded
tween stern tube bulkhead and engine room, a water- decks respectively.
tight shaft tunnel is to be arranged. The size of the
shaft tunnel is to be adequate for service and mainte- 2.5 Shaft tunnels in tanks are to comply with the
nance purposes. requirements of Section 12.
I - Part 6 Section 12 A Tank Structures
GL 2012
Section 12
Tank Structures
A. General
Note
The arrangement and subdivision of fuel oil tanks has
to be in compliance with MARPOL, Annex I, Reg.
12 A "Oil Fuel Tank Protection", if applicable.
1. Subdivision of tanks
1.1 In tanks extending over the full breadth of
the ship intended to be used for partial filling, (e.g. oil
fuel and fresh water tanks), at least one longitudinal
bulkhead is to be fitted, which may be a swash bulk-
head.
1.2 Where the forepeak is intended to be used as
tank, at least one complete or partial longitudinal
swash bulkhead is to be fitted, if the tank breadth
exceeds 0,5 B or 6 m, whichever is the greater.
When the afterpeak is intended to be used as tank, at
least one complete or partial longitudinal swash bulk-
head is to be fitted. The largest breadth of the liquid
surface should not exceed 0,3 B in the aft peak.
1.3 Peak tanks exceeding 0,06 L or 6 m in length,
whichever is greater, shall be provided with a trans-
verse swash bulkhead.
2. Air, overflow and sounding pipes
For the arrangement of pipes see Section 21, F.
3. Forepeak tank
Oil is not to be carried in a forepeak tank. See also
SOLAS 74, Chapter II-2, Reg. 15.6 and MARPOL
73/78, Annex I, Reg. 14.4.
4. Cross references
4.1 Where a tank bulkhead forms part of a water-
tight bulkhead, its strength is not to be less than re-
quired by Section 11.
4.2 For pumping and piping, see also the GL
Rules for Machinery Installations (I-1-2), Section 11.
For oil fuel tanks see also Machinery Installations (I-
1-2), Section 10. For tanks in the double bottom, see
Section 8, C.5.
Chapter 1
Page 12–1
4.3 Where tanks are provided with cross flooding
arrangements the increase of the pressure head is to be
taken into consideration.
4.4 Ships that occasionally handle, store and
transport recovered oil from a spill shall comply with
Section 31.
4.5 Ships intended for transportation of liquids
with a flash point below 60°C shall comply with Sec-
tion 26.
5. Separation of tanks
5.1 Liquid cargo tanks
5.1.1 Where not bounded by bottom shell plating,
fuel oil tanks, a cargo pump room, or a pump room,
the cargo tanks are to be separated from other
spaces by cofferdams having an accessible width of
600 mm.
5.1.2 Tanks are to be segregated from machinery
spaces, propeller shaft tunnels (if fitted), dry cargo
spaces, accommodation and service spaces, and from
drinking water and stores for human consumption by
means of a cofferdam, void space, cargo pump room,
oil fuel tank or other similar space.
5.2 Cement and dry mud tanks
5.2.1 Where cargo tanks for dry cement or mud are
fitted, these cargo tanks are to be separated from the
engine room and accommodation spaces by steel
bulkheads and decks. Cargo transfer piping systems
are, in general, not to be led through machinery
spaces. However, when such design is impractical,
piping systems may pass through machinery spaces,
provided that all pipe connections are arranged outside
of the machinery space.
5.2.2 Access door in bulkhead is to be provided
with a notice affixed to each closing appliance to the
effect that it is to be kept closed. Tank structures are
to comply with the applicable requirements in B. and
C.
5.3 Separation of oil fuel tanks from tanks for
other liquids
5.3.1 Oil fuel tanks are to be separated from tanks
for lubricating oil, hydraulic oil, thermal oil, feedwater,
condensate water and potable water by cofferdams.
Chapter 1 Section 12 A Tank Structures I - Part 6
Page 12–2 GL 2012

5.3.2 Upon special approval on small ships the 7.2 For fuel oil, lubrication oil and freshwater
arrangement of cofferdams between oil fuel and lubri- tanks tmin need not be taken greater than 7,5 mm.
cating oil tanks may be dispensed with provided that:
– the common boundary is continuous, i.e. it does not 7.3 For ballast tanks tmin need not be taken
abut at the adjacent tank boundaries, see Fig. 12.1 greater than 9,0 mm.
Where the common boundary cannot be con-
structed continuously according to Fig. 12.1, the 8. Plating and stiffeners in the propeller area
fillet welds on both sides of the common bound- and in the engine room
ary are to be welded in two layers and the throat
thickness is not to be less than 0,5 ⋅ t (t = plate 8.1 General
thickness). From a vibration point of view tank structures in the
– Stiffeners or pipes do not penetrate the common vicinity of the propeller(s) and the main engine should
boundary. be designed such that the design criteria defined in 8.3
to 8.4 are fulfilled (see also Section 6, F.1. and Sec-
– The corrosion allowance tK for the common tion 8, B.1.2.3).
boundary is not less than 2,5 mm.
8.2 Definitions

fplate 1 = lowest natural frequency of isotropic

plate field under consideration of addi-
common
boundary
tional outfitting and hydrodynamic mas-
ses [Hz]

fstiff 1 = lowest natural frequency of stiffener un-

der consideration of additional outfitting
and hydrodynamic masses [Hz]
Fig. 12.1 Continuous common boundary replac- dp = propeller diameter [m]
ing a cofferdam
r = distance of plate field or stiffener to 12
5.3.3 Fuel oil tanks adjacent to lubricating oil cir- o'clock propeller blade tip position [m]
culation tanks are not permitted.
r
dr = ratio
5.3.4 For fuel oil tanks which are heated up to a tem- dp
perature which is higher than the flash point –10 °C of
the relevant fuel, the GL Rules for Machinery Installa- P
tions (I-1-2), Section 10, B.5. are to be observed spe- α =
Δ
cifically.
P = nominal main engines output [kW]
For prevention of freezing and heating of tanks for
operations in ice, see GL Rules for Machinery and Δ = ship's design displacement [ton]
Systems (I-6-2), Section 19, D.4.
n = maximum propeller shaft revolution rate
6. Piping and pumps [1/min]

6.1 Cargo pumps shall be provided with remote z = number of propeller blades
shut down devices capable of being activated from a de-
dicated cargo control station manned at the time of cargo fblade = propeller blade passage excitation fre-
transfer. Remote shut down shall be capable of also quency at n [Hz]
being activated from at least one other station located
1
outside the cargo area and at safe distance away from it. = ⋅ n ⋅ z [ Hz ]
60
6.2 Where cross contamination causes safety haz-
ards or marine pollution, segregation between cargo ne = maximum main engine revolution rate
piping systems shall be by means of spectacle flanges, [1/min]
spool pieces, or equivalent.
nc = number of cylinders of main engine
7. Minimum thickness

7.1 The thickness of all structures in tanks is not 1 The natural frequencies of plate fields and stiffeners can be
to be less than the following minimum value: estimated by POSEIDON or by means of the software tool
GL LocVibs which can be downloaded from the GL homepage
t min = 5,5 + 0, 02 L [mm] www.gl-group.com/en/gltools/GL-Tools.php.
I - Part 6 Section 12 A Tank Structures Chapter 1
GL 2012 Page 12–3

kstroke = number indicating the type of main engine fplate > 4,40 ⋅ fblade 3,45 ⋅ fblade 2,40 ⋅ fblade 1,20 ⋅ fblade

= 1,0 for 2-stroke (slow-running) main fstiff > 4,40 ⋅ fblade 3,45 ⋅ fblade 2,40 ⋅ fblade 1,20 ⋅ fblade
engines
for α < 0.3
= 0,5 for 4-stroke (medium speed) main
engines 2 0 < dr ≤ 2 2 < dr ≤ 4

fignition = main engine ignition frequency at ne fplate > 2,40 ⋅ fblade 1,20 ⋅ fblade

fstiff >2,40⋅ fblade 1,20 ⋅ fblade

1
= ⋅ k stroke ⋅ nc ⋅ ne [ Hz ]
60 8.4 Tank structures in main engine area
For vessels with a single propeller, plate fields and
8.3 Tank structures in propeller area stiffeners of tanks located in the engine room should at
all filling states fulfil the frequency criteria as summa-
For vessels with a single propeller, plate fields and
rised in Table 12.1.
stiffeners of tank structures should fulfil the following
frequency criteria: Generally, direct connections between transverse en-
gine top bracings and tank structures shall be
for α ≥ 0.3 avoided. Pipe fittings at tank walls etc. shall be de-
signed in such a way that the same frequency criteria
0 < dr ≤ 1 1 < dr ≤ 2 2 < dr ≤ 4 4 < dr ≤ 6 as given for plates are fulfilled.

Table 12.1 Frequency criteria

Engine type Mounting type Application area Frequency criteria

f plate > 1,2 ⋅ fignition

f stiff > 1,2 ⋅ fignition

Tanks within
Slow-speed Rigid and
engine room
f plate < 1,8 ⋅ fignition or

f plate > 2,2 ⋅ fignition

f plate < 0,8 ⋅ fignition or

f plate > 1,2 ⋅ fignition

Tanks within
Rigid or semi-resilient engine room
f stiff < 0,8 ⋅ fignition or

Medium-speed f stiff > 1,2 ⋅ fignition

Tanks within
engine length f plate < 0,9 ⋅ fignition or
Resilient up to next
platform deck f plate > 1,1 ⋅ fignition
above inner bottom

2 The number is valid for in-line engines. The ignition frequency

for V-engines depends on the V-angle of the cylinder banks
and can be obtained from the engine manufacturer.
Chapter 1 Section 12 B Tank Structures I - Part 6
Page 12–4 GL 2012

B. Scantlings p
t = 16,8 ⋅ n f ⋅ a + tK [mm]
σ pA
1. Definitions

k = material factor according to Section 2, B.2.
a = spacing of stiffeners or load width [m]
A = unsupported span [m] according to Section 3, C.
p = load p1 or pd [kN/m2] according to Section 4,
D.; the greater load to be taken.
For tank structures on the shell the pressure p below
Tmin need not be larger than:
⎛ z ⎞
p = p1 − 10 ( Tmin − z ) + p0 ⋅ cF ⎜1 +
⎟ [kN/m ]
⎝ Tmin ⎠
with p ≤ P1
2.3 Proof of plating of buckling strength of longi-
tudinal and transverse bulkheads is to be carried out
according to Section 3, F. For longitudinal bulkheads
the design stresses according to Section 5, D.1. and
the stresses due to local loads are to be considered.
3. Stiffeners and girders
3.1 Stiffeners and girders, which are not con-
sidered as longitudinal strength members
3.1.1 The section modulus of stiffeners and girders
2
constrained at their ends, is not to be less than:
W1 = 0,55 ⋅ m ⋅ a ⋅ A 2 ⋅ p ⋅ k [cm3 ]

Tmin = smallest design ballast draught [m] W2 = 0, 44 ⋅ m ⋅ a ⋅ A 2 ⋅ p 2 ⋅ k [cm3 ]

z = distance of structural member above base line Where one or both ends are simply supported, the
[m] section moduli are to be increased by 50 per cent.

p2 = load [kN/m2] according to Section 4, D.1. The shear area of the girder webs is not to be less than:

tK = corrosion addition according to Section 3, J. A w1 = (1 − 0,817 ⋅ m a ) ⋅ 0, 05 ⋅ a ⋅ A ⋅ p ⋅ k [cm 2 ]

h = filling height of tank [m] A w 2 = (1 − 0,817 ⋅ m a ) ⋅ 0, 04 ⋅ a ⋅ A ⋅ p 2 ⋅ k [cm 2 ]

et = characteristic tank dimension At or bt [m] In case of girders supporting longitudinal stiffeners and
At = tank length [m] in case of heel stiffeners the factors m = 1 and ma = 0 are
to be used. Otherwise these factors are to be determined
bt = tank breadth [m] according to Section 9, B.2. as for longitudinals.
2 Aw2 is to be increased by 50 per cent at the position of
⎛ 235 ⎞ 2
σ pA = ⎜ k ⎟ − 3 ⋅ τL − 0,89 ⋅ σ L [N / mm 2 ] constraint for a length of 0,1 A.
⎝ ⎠
The buckling strength of the webs is to be checked
σL = membrane stress at the position considered according to Section 3, F.
[N/mm2] according to Section 5, D.1. 3.1.2 Where the scantlings of stiffeners and girders
τL = shear stress [N/mm2] at the position consid- are determined according to strength calculations, the
following permissible stress values apply:
ered see also Section 5, D.1.
– if subjected to load p:
nf = 1,0 for transverse stiffening
150
= 0,83 for longitudinal stiffening σb = [N / mm 2 ]
k
For the terms "constraint" and "simply supported" see
100
Section 3, D. τ = [N / mm 2 ]
k
2. Plating 180
σv = σ2b + 3τ2 = [N / mm 2 ]
k
2.1 The plate thickness is not to be less than:
– if subjected to load p2:
t1 = 1,1 ⋅ a ⋅ p ⋅ k + tK [mm]
180
σb = [N / mm 2 ]
t 2 = 0,9 ⋅ a ⋅ p2 ⋅ k + t K [mm] k
115
τ = [N / mm 2 ]
2.2 Above the requirements specified in 2.1 the k
thickness of tank boundaries (including deck and inner
bottom) carrying also normal and shear stresses due to 200
σv = σb2 + 3τ2 = [N / mm 2 ]
longitudinal hull girder bending is not to be less than: k
I - Part 6 Section 12 B Tank Structures Chapter 1
GL 2012 Page 12–5

3.2 Stiffeners and girders, which are to be con- Thereby the following requirement shall be satisfied:
sidered as longitudinal strength members
110 PSt
≥ + τL
3.2.1 The section moduli and shear areas of hori- k 2 ⋅ bSt ⋅ t
zontal stiffeners and girders are to be determined ac-
cording to Section 9, B.3.1 as for longitudinals. In this
case for girders supporting transverse stiffeners the 3.7 Connection between primary support
factors m = 1 and ma = 0 are to be used. members and intersecting stiffeners

3.7.1 At intersections of stiffeners with primary

3.2.2 Regarding buckling strength of girders the
support members the shear connection and attached
requirements of 2.3 are to be observed.
heel stiffeners are to be designed acc. to Section 9, B.4.
subjected to tank loads p and p2.
3.3 The scantlings of beams and girders of tank
decks are also to comply with the requirements of 3.7.2 The cross-sectional areas of a heel stiffener
Section 10. are to be such that the calculated stresses do not ex-
ceed the permissible stresses.
3.4 For frames in tanks, see Section 9, A.2.2.
– normal stress at minimum heel stiffener cross-
sectional area:
3.5 The stiffeners of tank bulkheads are to be
attached at their ends by brackets according to Section
3, D.2. The scantlings of the brackets are to be deter- 103 ⋅ Ph 150
σaxial = ≤ for load p [N/mm2]
mined according to the section modulus of the stiffen- Ah ⋅ th k
ers. Brackets have to be fitted where the length of the
stiffeners exceeds 2 m. 180
≤ for load p2
The brackets of stiffeners are to extend to the next k
beam, the next floor, the next frame, or are to be oth- – normal stress in the fillet weld connection of
erwise supported at their ends.
heel stiffener:
3.6 Where stringers of transverse bulkheads are 103 ⋅ Ph
supported at longitudinal bulkheads or at the side σweld = ≤ σ vp for load p [N/mm2]
shell, the supporting forces of these stringers are to be 2 ⋅ a ⋅ ( A hc + t h + a )
considered when determining the shear stress in the
longitudinal bulkheads. Likewise, where vertical gird- σ vp
≤ for load p2
ers of transverse bulkheads are supported at deck or 0,8
inner bottom, the supporting forces of these vertical
girders are to be considered when determining the a = throat thickness [mm] of fillet weld, see Sec-
shear stresses in the deck or inner bottom respectively. tion 19, B.3.3

The shear stress introduced by the stringer into the σvp = permissible equivalent stress in the fillet weld
longitudinal bulkhed or side shell may be determined acc. to Section 19, Table 19.2
by the following formula:
3.7.3 The cross-sectional areas of the shear con-
PSt nections are to be such that the calculated stresses do
τSt = [N / mm 2 ] not exceed the permissible stresses.
2 ⋅ bSt ⋅ t
– shear stress in the shear connections to the
PSt = supporting force of stringer or vertical girder transverse support member:
[kN]
103 ⋅ Pi 100
τi = ≤ for load p [N/mm2]
bSt = breadth of stringer or depth of vertical girder hi ⋅ ti k
including end bracket (if any) [m] at the sup-
porting point 115
≤ for load p2
k
t = see 2.2
– shear stress in the shear connections in way of
The additional shear stress τSt is to be added to the fillet welds:
shear stress τL due to longitudinal bending according
to Section 5, D.1. in the following area: 103 ⋅ Pi
τ weld,i = ≤ τp for load p [N/mm2]
– 0,5 m on both sides of the stringer in the ship's 2 ⋅ a ⋅ hi
longitudinal direction τp
≤ for load p2
– 0,25 × bSt above and below the stringer 0,8
Chapter 1 Section 12 D Tank Structures I - Part 6
Page 12–6 GL 2012

τp = permissible shear stress in the fillet weld acc. C. Detached Tanks

to Section 19, Table 19.2
1. General
i = s for the shear connection of longitudinal and
transverse support member 1.1 Detached tanks are to be adequately secured
against forces due to the ship's motions.
= c for the shear connection of longitudinal and
collar plate For independent storage bins detailed design require-
ments are specified in the GL Rules for Machinery
3.7.4 The cross-sectional area of a collar plate is to and Systems (I-6-2), Section 15, B.6.
be such that the calculated bending stress does not
exceed the permissible stresses. 1.2 Detached tanks in hold spaces are also to be pro-
vided with antifloatation devices. It is to be assumed that
– bending stress of collar plate the hold spaces are flooded to the load water line. The
stresses in the antifloatation devices caused by the floata-
3 ⋅103 ⋅ Pc ⋅ bc 150 tion forces are not to exceed the material's yield strength.
σc = ≤ for load p [N/mm2]
h c2 ⋅ tc k 1.3 Fittings and pipings on detached tanks are to
be protected by battens, and gutter ways are to be fitted
180 on the outside of tanks for draining any leakage oil.
≤ for load p2
k
2. Scantlings
– bending stress in the fillet weld connection of the
collar plate 2.1 The thickness of plating of detached tanks is
to be determined according to B.2.1 using the formula
1,5 ⋅103 ⋅ Pc ⋅ bc for t1 and the pressure p as defined in 2.2.
σ weld,c = ≤ σ vp for load p [N/mm2]
h c2 ⋅ a
2.2 The section modulus of stiffeners of detached
σ vp tanks is not to be less than:
≤ for load p2
0,8 W = c ⋅ a ⋅ A 2 ⋅ p ⋅ k [cm3 ]
a, σvp according to 3.7.2 c = 0,36 if stiffeners are constrained at both ends
= 0,54 if one or both ends are simply supported
4. Corrugated bulkheads
p = 9,81 ⋅ h [kN/m2]
4.1 The plate thicknesses of corrugated bulk- h = distance from load centre of plate panel or
heads as well as the required section moduli of corru- stiffener respectively to top of overflow or to
gated bulkhead elements are to be determined accord- a point 2,5 m above tank top, whichever is
ing to 2. and 3., proceeding analogously to Section 11, the greater.
B.4.
For tanks intended to carry liquids of a density greater
The plate thickness is not to be less than tmin accord- than 1 t/m3, the head h is at least to be measured to a
ing to A.7., or level at the following distance hp above tank top:

hp = 2,5 ⋅ ρ [mWS], head of water [m]

– if subjected to load p

b 2.3 For minimum thickness the requirements of

t krit. = σD + t K [mm] A.7. apply in general.
905

– if subjected to load p2 D. Potable Water Tanks

b 1. Potable water tanks shall be separated from

t krit. = σD + t K [mm]
960 tanks containing liquids other than potable water,
ballast water, distillate or feed water.
σD = compressive stress [N/mm2]
2. In no case sanitary arrangement or correspond-
b = breadth of face plate strip [mm] ing piping are to be fitted directly above the potable
water tanks.
4.2 For the end attachment Section 3, D.4. is to
be observed. 3. Manholes arranged in the tank top are to have sills.
I - Part 6 Section 12 E Tank Structures Chapter 1
GL 2012 Page 12–7

4. If pipes carrying liquids other than potable
water are to be led through potable water tanks, they
are to be fitted in a pipe tunnel.
5. Air and overflow pipes of potable water tanks
are to be separated from pipes of other tanks.
2. The plate thickness shall, in general, be equal
to the minimum thickness according to A.7. Strength-
enings may be required for load bearing structural
parts.
The free lower edge of a swash bulkhead is to be ade-
quately stiffened.

E. Swash Bulkheads
3. The section modulus of the stiffeners and
1. The total area of perforation shall not be less girders is not to be less than W1 as per B.3., however,
than 5 % and should not exceed 10 % of the total in lieu of p the load pd according to Section 4, D.2.,
bulkhead area. but disregarding pv is to be taken.
I - Part 6 Section 13 C Stem and Sternframe Structures Chapter 1
GL 2012 Page 13–1

Section 13

Stem and Sternframe Structures

A. Definitions 2.3 Plate stems and bulbous bows have to be

stiffened by fore-hooks and/or cant frames. In case of
k = material factor according to Section 2, B.2.1, large and long bulbous bows, see Section 9, A.5.3.3.
for cast steel k = kr according to Section 14,
A.4.2
CR = rudder force [N] according to Section 14, B.1. C. Sternframe
B1 = support force [N] according to Section 14,
1. General
C.3.
tK = corrosion addition [mm] according to Section 1.1 Due regard is to be paid to the design of the
3, J. aft body, rudder and propeller well in order to mini-
mize the forces excited by the propeller.
aB = spacing of fore-hooks [m]
1.2 Where the stern area is subjected to loads due to
heavy cargo, sufficient strengthenings are to be provided.

B. Stem 1.3 Special attention is to be given to the propel-

ler clearance with respect to the induction of vibra-
1. Bar stem tions into the structure see also Section 1, E. Upon
request GL offers vibration and noise predictions by
1.1 The cross sectional area of a bar stem below means of Finite Element calculations, see also Section
the load waterline is not to be less than: 1, K.2.4.2.

1.4 For single screw ships, the lower part of the

Ab = 1, 25 L [cm 2 ]
sternframe is to be extended forward by at least 3
times the frame spacing from fore edge of the boss, for
1.2 Starting from the load waterline, the sectional all other ships by 2 times the frame spacing from after
area of the bar stem may be reduced towards the upper edge of the sternframe.
end to 0,75 Ab.
1.5 The stern tube is to be surrounded by the
floor plates or, when the ship's shape is too narrow, to
2. Plate stem and bulbous bows be stiffened by internal rings. Where no sole piece is
fitted, the internal rings may be dispensed with.
2.1 The thickness is not to be less than:
1.6 The plate thickness of sterns of welded con-
t = ( 0,6 + 0,4 aB ) ( 0,08 L + 6) k [mm] struction for twin screw vessels shall not be less than:

t max = 25 k [mm] t = (0, 07 L + 5, 0) k [mm]

The plate thickness shall not be less than the required t max = 22 k [mm]
thickness according to Section 6, B.3.
2. Propeller post
The extension A of the stem plate from its trailing edge
aftwards shall not be smaller than:
2.1 The scantlings of rectangular, solid propeller
posts are to be determined according to the following
A = 70 ⋅ L [mm] formulae:

Dimensioning of the stiffening has to be done accord- A = 1, 4 L + 90 [mm]

ing to Section 9. b = 1, 6 L + 15 [mm]

2.2 Starting from 600 mm above the load water- Where other sections than rectangular ones are used,
line up to T + c0, the thickness may gradually be re- their section modulus is not to be less than that result-
duced to 0,8 t. ing from A and b.
Chapter 1 Section 13 C Stem and Sternframe Structures I - Part 6
Page 13–2 GL 2012

2.2 The scantlings of propeller posts of welded B1 = see A.

construction are to be determined according to the
following formulae: For rudders with two supports the support force is
approximately B1 = CR/2, when the elasticity of the
A = 50 L [mm] sole piece is ignored.

b = 36 L [mm] x = distance of the respective cross section from

the rudder axis [m]
t = 2, 4 L ⋅ k [mm]
xmin = 0,5 ⋅ A 50

xmax = A50
t

X X A50 = see Fig. 13.2 and Section 14, C.3.2

b

A Section A - A
Fig. 13.1 Propeller post
z
Note y y
With single-screw ships having in the propeller region z
above the propeller flaring frames of more than A
α = 75° the thickness of the shell should not be less
x
than the thickness of the propeller stem. For α ≤ 75°
the thickness may be 0,8 t. In no case the thickness 50
shall be less than the thickness of the side shell ac-
Fig. 13.2 Length A50 of a sole piece
cording to Section 6.
This recommendation applies for that part of the shell 3.2 The section modulus Wz may be reduced by 15
which is bounded by an assumed sphere the centre of per cent where a rudder post according to 3.1 is fitted.
which is located at the top of a propeller blade in the
twelve o’clock position and the radius of which is 3.3 The section modulus related to the y-axis is
0,75 ⋅ propeller diameter. not to be less than:
Sufficient stiffening should be arranged, e.g. by floors – where no rudder post or rudder axle is fitted
at each frame and by longitudinal girders.
Wz
2.3 Where the cross sectional configuration is Wy =
2
deviating from Fig. 13.1 and for cast steel propeller
posts the section modulus of the cross section related – where a rudder post or rudder axle is fitted
to the longitudinal axis is not to be less than:
Wz
Wy =
Wx = 1, 2 ⋅ L1,5 ⋅ k [cm3 ] 3

3.4 The sectional area at the location x = A50 is

2.4 The wall thickness of the boss in the propel- not to be less than:
ler post in its finished condition is to be at least 60 per
cent of the breadth b of the propeller post according to B1
As = k [mm 2 ]
2.1. 48

2.5 The wall thickness of the boss in propeller 3.5 The equivalent stress taking into account
posts of welded construction according to 2.2 shall not bending and shear stresses at any location within the
be less than 0,9 the wall thickness of the boss accord- length A50 is not to exceed:
ing to D.2.
115
σv = σb2 + 3τ2 = [N / mm 2 ]
3. Sole piece k

3.1 The section modulus of the sole piece related B1 ⋅ x

σb = [N / mm 2 ]
to the z-axis is not to be less than: Wz

B1 ⋅ x ⋅ k B1
Wz = [cm3 ] τ = [N / mm 2 ]
80 As
I - Part 6 Section 13 C Stem and Sternframe Structures Chapter 1
GL 2012 Page 13–3

4. Rudder horn of semi spade rudders 4.3 At no cross section of the rudder horn the
shear stress due to the shear force Q is to exceed the
4.1 The distribution of the bending moment, value:
shear force and torsional moment is to be determined 48
according to the following formulae: τ = [N / mm 2 ]
k
– bending moment: Mb = B1 ⋅ z [Nm] The shear stress is to be determined by the following
Mbmax = B1 ⋅ d [Nm] formula:
B1
– shear force: Q = B1 [N] τ = [N / mm 2 ]
Ah
– torsional moment: MT = B1 ⋅ e(z) [Nm]
Ah = effective shear area of the rudder horn in
For determining preliminary scantlings the flexibility of y-direction [mm2]
the rudder horn may be ignored and the supporting force
B1 be calculated according to the following formula: 4.4 The equivalent stress at any location (z) of
the rudder horn shall not exceed the following value:
b
B1 = CR [N]
c
σv = (
σ 2b + 3 τ 2 + τT2 ) =
120
k
[N / mm 2 ]
b, c, d, e(z) and z see Fig. 13.3 and 13.4
b results from the position of the centre of gravity of Mb
the rudder area. σb = [N / mm 2 ]
Wx
4.2 The section modulus of the rudder horn in M T ⋅ 103
transverse direction related to the horizontal x-axis is τT = [N / mm 2 ]
at any location z not to be less than: 2 ⋅ AT ⋅ t h

Mb ⋅ k AT = sectional area [mm2] enclosed by the rudder

3
Wx = [cm ] horn at the location considered
67
th = thickness of the rudder horn plating [mm]

D 4.5 When determining the thickness of the rudder

horn plating the provisions of 4.2 – 4.4 are to be com-
D plied with. The thickness is, however, not to be less
1 B2 than:
t min = 2, 4 L ⋅ k [mm]
c
d

4.6 The rudder horn plating is to be effectively

b

connected to the aft ship structure, e.g. by connecting

B1 the plating to longitudinal girders, in order to achieve
a proper transmission of forces, see Fig. 13.5.
CR

Fig. 13.3 Arrangement of bearings of a

semi spade rudder

B1 · d B1 B1 · e(z)
d

z
z

e(z) Mb Q MT
Fig. 13.5 Rudder horn integration into the aft
Fig. 13.4 Loads on the rudder horn ship structure
Chapter 1 Section 13 E Stem and Sternframe Structures I - Part 6
Page 13–4 GL 2012

4.7 Transverse webs of the rudder horn are to be – cross-sectional area 0,44 d2
led into the hull up to the next deck in a sufficient in propeller bracket
number and shall be of adequate thickness. – length of boss see GL Rules for Ma-
chinery Installations (I-
4.8 Strengthened plate floors are to be fitted in 1-2), Section 4, D.5.2
line with the transverse webs in order to achieve a
sufficient connection with the hull. The thickness of – wall thickness of boss 0,25 d
these plate floors is to be increased by 50 per cent
above the Rule values as required by Section 8.
3. Propeller brackets and shaft bossings of
welded construction are to have the same strength as
4.9 The centre line bulkhead (wash-bulkhead) in solid ones according to 2.
the after peak is to be connected to the rudder horn.
4. For propeller brackets consisting of one strut
4.10 Where the transition between rudder horn and only a strength analysis according to E.1.2 and a vibra-
shell is curved, about 50 % of the required total sec- tion analysis according to E.2. are to be carried out. Due
tion modulus of the rudder horn is to be formed by the consideration is to be given to fatigue strength aspects.
webs in a Section A – A located in the centre of the
transition zone, i.e. 0,7 r above the beginning of the
transition zone. See Fig. 13.6.
E. Elastic Stern Tube

1. Strength analysis
When determining the scantlings of the stern tube in
way of the connection with the hull, the following
0,7r

stresses are to be proved:

A A
1.1 Static load
Bending stresses caused by static weight loads are not
to exceed 0,35 ReH.
Fig. 13.6 Transition between rudder horn and
shell 1.2 Dynamic load
The pulsating load due to loss of one propeller blade is
to be determined assuming that the propeller revolu-
tions are equal to 0,75 times the rated speed. The fol-
D. Propeller Brackets lowing permissible stresses are to be observed:

σdzul = 0,40 R eH for R eH = 235 [N / mm2 ]

1. The strut axes should intersect in the axis of
the propeller shaft as far as practicable. The struts are
to be extended through the shell plating and are to be
attached in an efficient manner to the frames and plate
floors respectively. The construction in way of the
shell is to be carried out with special care. In case of
welded connection, the struts are to have a weld flange
or a thickened part or are to be connected with the
shell plating in another suitable manner. For strength-
ening of the shell in way of struts and shaft bossings,
see Section 6, F. The requirements of Section 19,
B.4.3 are to be observed.
2. The scantlings of solid struts are to be deter-
mined as outlined below depending on shaft diameter d:
– thickness 0,44 d
= 0,35 R eH for R eH = 355 [N / mm2 ]
The aforementioned permissible stresses are approxi-
mate values. Deviations may be permitted in special
cases taking into account fatigue strength aspects.
2. Vibration analysis
The bending natural frequency at rated speed of the
system comprising stern tube, propeller shaft and pro-
peller is not to be less than 1,5 times the rated propel-
ler revolutions. However, it is not to exceed 0,66 times
the exciting frequency of the propeller (number of
propeller blades × rated propeller revolutions) and is
not to coincide with service conditions, including the
damage condition (loss of one propeller blade).
I - Part 6 Section 14 A Rudder and Manoeuvring Arrangement
GL 2012
Section 14
Rudder and Manoeuvring Arrangement
A. General
1. Manoeuvring arrangement
1.1 Each ship is to be provided with a manoeu-
vring arrangement which will guarantee sufficient
manoeuvring capability.
1.2 The manoeuvring arrangement includes all
parts from the rudder and steering gear to the steering
position necessary for steering the ship.
1.3 Rudder stock, rudder coupling, rudder bear-
ings and the rudder body are dealt with in this Section.
The steering gear is to comply with the GL Rules for
Machinery Installations (I-1-2), Section 14.
1.4 Thruster units (azimuth thrusters, podded
drives and DP thruster units) have to comply with GL
Rules for Machinery and Systems (I-6-2), Section 2,
F.4. The supporting hull structure have to comply with
the requirements in Section 8, F.
1.5 The steering gear compartment shall be read-
ily accessible and, as far as practicable, separated from
the machinery space. (See also Chapter II/1, Reg.
29.13 of SOLAS 74.)
Note
Concerning the use of non-magnetisable material in
the wheel house in way of a magnetic compass, the
requirements of the national Administration con-
cerned are to be observed.
1.6 For ice-strengthening see Section 15.
2. Structural details
2.1 Effective means are to be provided for support-
ing the weight of the rudder body without excessive
bearing pressure, e.g. by a rudder carrier attached to the
upper part of the rudder stock. The hull structure in way
of the rudder carrier is to be suitably strengthened.
2.2 Suitable arrangements are to be provided to
prevent the rudder from lifting.
Connections of rudder blade structure with solid parts
in forged or cast steel, which are used as rudder stock
housing, are to be suitably designed to avoid any ex-
cessive stress concentration at these areas.
2.3 The rudder stock is to be carried through the
hull either enclosed in a watertight trunk, or glands are
to be fitted above the deepest load waterline, to pre-
vent water from entering the steering gear compart-
Chapter 1
Page 14–1
ment and the lubricant from being washed away from
the rudder carrier. If the top of the rudder trunk is
below the deepest waterline two separate stuffing
boxes are to be provided.
Note
The following measures are recommended in the GL
Technical Publication, Paper No. 05-1 "Recommenda-
tions for Preventive Measures to Avoid or Minimize
Rudder Cavitation", regarding:
Profile selection:
– Use the appropriate profile shape and thickness.
– Use profiles with a sufficiently small absolute value
of pressure coefficient for moderate angles of at-
tack (below 5°). The pressure distribution around
the profile should be possibly smooth. The maxi-
mum thickness of such profiles is usually located
at more than 35 % behind the leading edge.
– Use a large profile nose radius for rudders
operating in propeller slips.
– Computational Fluid Dynamic (CFD) analysis
for rudder considering the propeller and ship
wake can be used.
Rudder sole cavitation:
Round out the leading edge curve at rudder sole.
Propeller hub cavitation:
Fit a nacelle (body of revolution) to the rudder at the
level of the propeller hub. This nacelle functions as an
extension of the propeller hub.
Cavitation at surface irregularities:
– Grind and polish all welds.
– Avoid changes of profile shape. Often rudders
are built with local thickenings (bubbles) and
dents to ease fitting of the rudder shaft. Maxi-
mum changes in profile shape should be kept to
less than two percent of profile thickness.
Gap cavitation:
– Round out all edges of the part around the gap.
– Gap size should be as small as possible.
– Place gaps outside of the propeller slipstream.
Chapter 1 Section 14 A Rudder and Manoeuvring Arrangement I - Part 6
Page 14–2 GL 2012

3. Size of rudder area 235

In order to achieve sufficient manoeuvring capability
the size of the movable rudder area A is recommended
to be not less than obtained from the following for-
mula:
= for R eH ≤ 235 [N / mm 2 ]
R eH
ReH is not to be taken greater than 0,7 · Rm or
450 N/mm2, whichever is less.

1, 75 ⋅ L ⋅ T
A = c1 ⋅ c2 ⋅ c3 ⋅ c 4 [m 2 ] 4.3 Before significant reductions in rudder stock
100 diameter due to the application of steels with ReH
c1 = factor for the ship type: exceeding 235 N/mm2 are accepted, GL may require
the evaluation of the elastic rudder stock deflections.
= 1,0 in general Large deflections should be avoided in order to avoid
= 1,7 for anchor handling and towing ships excessive edge pressures in way of bearings.
see Section 27
4.4 The permissible stresses given in E.1. are
c2 = factor for the rudder type: applicable for normal strength hull structural steel.
When higher tensile steels are used, higher values may
= 1,0 in general be used which will be fixed in each individual case.
= 0,9 for semi-spade rudders
= 0,7 for high lift rudders 5. Definitions

c3 = factor for the rudder profile: CR = rudder force [N]

= 1,0 for NACA-profiles and plate rudder QR = rudder torque [Nm]
= 0,8 for hollow profiles and mixed profiles
A = total movable area of the rudder [m2], meas-
c4 = factor for the rudder arrangement: ured at the mid-plane of the rudder

= 1,0 for rudders in the propeller jet
= 1,5 for rudders outside the propeller jet
For semi-spade rudders 50 % of the projected area of
the rudder horn may be included into the rudder area
A.
Where more than one rudder is arranged the area of
each rudder can be reduced by 20 %.
Estimating the rudder area A B.1. is to be observed.
4. Materials
For nozzle rudders, A is not to be taken less
than 1,35 times the projected area of the noz-
zle.
At = A + area of a rudder horn, if any [m2]
Af = portion of rudder area located ahead of the
rudder stock axis [m2]
b = mean height of rudder area [m]
c = mean breadth of rudder area [m], see Fig.
14.1

4.1 For materials for rudder stock, pintles, cou- x2

pling bolts etc. see the GL Rules II – Materials and
Welding, Part 1 – Metallic Materials. Special material c
requirements are to be observed for the ice class nota-
tions E3 and E4 as well as for the ice class notations
PC7 – PC1.

4.2 In general materials having a yield strength

A
b

ReH of less than 200 N/mm2 and a tensile strength of

less than 400 N/mm2 or more than 900 N/mm2 shall Af
not be used for rudder stocks, pintles, keys and bolts.
The requirements of this Section are based on a mate-
rial's yield strength ReH of 235 N/mm2. If material is x1
used having a ReH differing from 235 N/mm2, the
material factor kr is to be determined as follows:
x1 + x2 A
c= 2 b=
0,75 c
⎛ 235 ⎞
kr = ⎜ ⎟ for R eH > 235 [N / mm 2 ]
⎝ R eH ⎠ Fig. 14.1 Rudder area geometry
I - Part 6 Section 14 B Rudder and Manoeuvring Arrangement Chapter 1
GL 2012 Page 14–3

Λ = aspect ratio of rudder area At Table 14.1 Coefficient κ2

b2 κ2
= Profile /
At
type of rudder ahead astern
v0 = ahead speed of ship [kn] as defined in Section NACA-00 series
1, G.5.; 1,1 1,4
Göttingen profiles
if this speed is less than 10 kn, v0 is to be flat side profiles 1,1 1,4
taken as
mixed profiles
1,21 1,4
(e. g. HSVA)
( v0 + 20 )
vmin = [kn] hollow profiles 1,35 1,4
3
to be specially
va = astern speed of ship [kn]; if the astern speed
considered;
va is less than 0,4 ⋅ v0 or 6 kn, whichever is high lift rudders 1,7 if not known:
less, determination of rudder force and torque 1,7
for astern condition is not required. For
greater astern speeds special evaluation of
rudder force and torque as a function of the κt = coefficient depending on the thrust coeffi-
rudder angle may be required. If no limita- cient CTh
tions for the rudder angle at astern condition = 1,0 normally
is stipulated, the factor κ2 is not to be taken
less than given in Table 14.1 for astern condi- In special cases for thrust coefficients CTh > 1,0 de-
tion. termination of κt according to the following formula
may be required:
k = material factor according to Section 2, B.2.
C R (CTh )
For ships strengthened for navigation in ice, Section κt =
15, B.7. has to be observed. CR (CTh = 1, 0)

1.2 The rudder torque is to be determined by the

following formula:
B. Rudder Force and Torque
Q R = C R ⋅ r [Nm]
1. Rudder force and torque for normal rud-
ders r = c (α − k b ) [m]
α = 0,33 for ahead condition
1.1 The rudder force is to be determined accord-
ing to the following formula: = 0,66 for astern condition (general)
= 0,75 for astern condition (hollow profiles)
C R = 132 ⋅ A ⋅ v 2 ⋅ κ1 ⋅ κ 2 ⋅ κ3 ⋅ κ t [N]
For parts of a rudder behind a fixed structure such as a
v = v0 for ahead condition rudder horn:

= va for astern condition α = 0,25 for ahead condition

= 0,55 for astern condition
κ1 = coefficient, depending on the aspect ratio Λ
For high lift rudders α is to be specially considered. If
= (Λ + 2)/3, where Λ need not be taken greater not known, α = 0,40 may be used for the ahead condi-
than 2 tion
κ2 = coefficient, depending on the type of the kb = balance factor as follows:
rudder and the rudder profile according to
Table 14.1 Af
=
κ3 = coefficient, depending on the location of the A
rudder = 0,08 for unbalanced rudders
= 0,8 for rudders outside the propeller jet rmin = 0,1 ⋅ c [m] for ahead condition
= 1,0 elsewhere, including also rudders within
the propeller jet 1.3 Effects of the provided type of rudder/profile
on choice and operation of the steering gear are to be
= 1,15 for rudders aft of the propeller nozzle observed.
Chapter 1 Section 14 C Rudder and Manoeuvring Arrangement I - Part 6
Page 14–4 GL 2012

2. Rudder force and torque for rudder blades b1, b2 = mean heights of the partial rudder areas A1
with cut-outs (semi-spade rudders) and A2, see Fig. 14.2

2.1 The total rudder force CR is to be calculated 2.3 The total rudder torque is to be determined
according to 1.1. The pressure distribution over the according to the following formulae:
rudder area, upon which the determination of rudder
torque and rudder blade strength are to be based, is to QR = Q R1 + QR 2 [Nm] or
be derived as follows: Q R min = CR ⋅ r1,2 min [Nm]
The rudder area may be divided into two rectangular
or trapezoidal parts with areas A1 and A2, see Fig. 0,1
14.2. The resulting force of each part may be taken as: r1,2min = (c1 ⋅ A1 + c2 ⋅ A 2 ) [m]
A

A1 for ahead condition

C R1 = CR [N]
A The greater value is to be taken.
A2
C R2 = CR [N]
A
C. Scantlings of the Rudder Stock
c1
1. Rudder stock diameter
A1f
1.1 The diameter of the rudder stock for transmit-
A1 ting the rudder torque is not to be less than:
b1

Dt = 4, 2 3 QR ⋅ k r [mm]

A2 A2f QR = see B.1.2 and B.2.2 – B.2.3

b2

The related torsional stress is:

c2 68
τt = [N / mm 2 ]
kr
Fig. 14.2 Partial rudder areas A1 and A2
kr = see A.4.2
2.2 The resulting torque of each part may be
taken as: 1.2 The steering gear is to be determined accord-
ing to the GL Rules for Machinery Installations (I-1-2),
Q R1 = C R1 ⋅ r1 [Nm] Section 14 for the rudder torque QR as required in
B.1.2, B.2.2 or B.2.3 and under consideration of the
Q R2 = C R2 ⋅ r2 [Nm] frictional losses at the rudder bearings.

1.3 In case of mechanical steering gear the di-

r1 = c1 (α − k b1 ) [m] ameter of the rudder stock in its upper part which is
r2 = c2 (α − k b2 ) [m] only intended for transmission of the torsional mo-
ment from the auxiliary steering gear may be 0,9 Dt.
A1f The length of the edge of the quadrangle for the auxil-
k b1 = iary tiller shall not be less than 0,77 Dt and the height
A1
not less than 0,8 Dt.
A 2f
k b2 =
A2 1.4 The rudder stock is to be secured against
axial sliding. The degree of the permissible axial
A1f, A2f see Fig. 14.2 clearance depends on the construction of the steering
engine and on the bearing.
A1
c1 = 2. Strengthening of rudder stock
b1

A2 2.1 If the rudder is so arranged that additional

c2 = bending stresses occur in the rudder stock, the stock
b2 diameter has to be suitably increased. The increased
I - Part 6 Section 14 C Rudder and Manoeuvring Arrangement Chapter 1
GL 2012 Page 14–5

diameter is, where applicable, decisive for the scant- Load on rudder body (general):
lings of the coupling.
CR
For the increased rudder stock diameter the equivalent pR = [kN / m]
stress of bending and torsion is not to exceed the fol- A10 ⋅ 103
lowing value:
Load on semi-spade rudders:
118
σv = σ2b + 3τ2 ≤ [N / mm 2 ]
kr CR 2
p R10 = [kN / m]
A10 ⋅ 103
Bending stress:
CR1
10, 2 ⋅ M b 2 p R 20 = [kN / m]
σb = [N / mm ] A 20 ⋅ 103
D13
Mb = bending moment at the neck bearing [Nm]
CR, CR1, CR2 see B.1. and B.2.
Torsional stress: Z = spring constant of support in the sole piece or
rudder horn respectively
5,1 ⋅ Q R
τ = [N / mm 2 ] for the support in the sole piece (Fig. 14.3):
D13
D1 = increased rudder stock diameter [cm] 6,18 ⋅ I50
Z = [kN / m]
A350
The increased rudder stock diameter may be deter-
mined by the following formula: for the support in the rudder horn (Fig. 14.4):
2 1
4 ⎛ Mb ⎞ Z = [kN / m]
D1 = 0,1 ⋅ D t 6 1 + ⎜ ⎟ fb + ft
3 ⎝ QR ⎠
fb = unit displacement of rudder horn [m] due to a
QR = see B.1.2 and B.2.2 – B.2.3
unit force of 1 kN acting in the centre of sup-
Dt = see 1.1 port
d3
= 0, 21 [m / kN] (guidance value for steel)
Note In
Where a double-piston steering gear is fitted, addi-
tional bending moments may be transmitted from the In = moment of inertia of rudder horn [cm4]
steering gear into the rudder stock. These additional around the x-axis at d/2 (see also Fig. 14.4)
bending moments are to be taken into account for
determining the rudder stock diameter. ft = unit displacement due to a torsional moment
of the amount 1 ⋅ e [kNm]

3. Analysis d ⋅ e2
=
G ⋅ Jt
3.1 General
d ⋅ e2 ⋅ Σ ui t i
The evaluation of bending moments, shear forces and = [m / kN] for steel
support forces for the system rudder - rudder stock 3,17 ⋅ 108 ⋅ FT2
may be carried out for some basic rudder types as
G = modulus of rigity
shown in Figs. 14.3 – 14.5 as outlined in 3.2 – 3.3.
= 7,92 ⋅ 107 [kN/m2] for steel
3.2 Data for the analysis
Jt = torsional moment of inertia [m4]
A10 – A40 = lengths of the individual girders of the
system [m] FT = mean sectional area of rudder horn [m2]

I10 – I40 = moments of inertia of these girders [cm4] ui = breadth [mm] of the individual plates forming
the mean horn sectional area
For rudders supported by a sole piece the length A20 is ti = plate thickness within the individual breadth
the distance between lower edge of rudder body and ui [mm]
centre of sole piece, and I20 is the moment of inertia of
the pintle in the sole piece. e, d = distances [m] according to Fig. 14.4
Chapter 1 Section 14 C Rudder and Manoeuvring Arrangement I - Part 6
Page 14–6 GL 2012

B3

Mb B2

40
I40

I30

30

I10
10

pR MR
20 I20

I50
Z

B1
50 System M Q

Fig. 14.3 Rudder supported by sole piece

B3

I40
40

Mb B2

I 30
30

I20 B1
20
d

pR20 Q1
d
2

e
I10
10

pR10

System M Q

Fig. 14.4 Semi-spade rudder

I - Part 6 Section 14 C Rudder and Manoeuvring Arrangement Chapter 1
GL 2012 Page 14–7

B3

30
B2

20
x2
Mb
10
pR

x1 System M Q

Fig. 14.5 Spade rudder

B3

30 Mb
x3
B2
MCR1
20 A1
Z= 10
CR1
x2
MR
10
pR
A2

Z=0
x1 System M Q

Fig. 14.6 Spade rudders with rudder trunks inside the rudder body

3.3 Moments and forces to be evaluated Mb

B3 = [N]
3.3.1 The bending moment MR and the shear force A 30
Q1 in the rudder body, the bending moment Mb in the
neck bearing and the support forces B1, B2, B3 are to B2 = C R + B3 [N]
be evaluated.
The so evaluated moments and forces are to be used 3.3.3 For spade rudders with rudder trunks (see
for the stress analyses required by 2. and E.1. of this Fig. 14.6) the moments and forces may be determined
Section and by Section 13, C.3. and C.4. by the following formulae:

3.3.2 For spade rudders the moments and forces CR1 = rudder force over the partial rudder area A1
may be determined by the following formulae: according to B.2.1 [N]
⎛ A (2 x1 + x 2 ) ⎞
M b = CR ⎜ A 20 + 10 ⎟ [Nm] CR2 = rudder force over the partial rudder area A2
⎝ 3 (x1 + x 2 ) ⎠ according to B.2.1 [N]
Chapter 1 Section 14 D Rudder and Manoeuvring Arrangement I - Part 6
Page 14–8 GL 2012

⎛ 2 x2 + x3 ⎞ 4.4.2 In case the trunk is fitted with a weld flange,

MCR1 = C R1 ⋅ A 20 ⎜1 − ⎟ [Nm] the stresses have to be determined within the radius.
⎝ 3(x 2 + x3 ) ⎠ FAT class ΔσR for the case E 2 or E 3 acc. to Section
20, Table 20.3 has to be used. In addition sufficient
A10 (2 x1 + x 2 ) fatigue strength of the weld has to be verified e.g. by a
MCR2 = CR 2 ⋅ [Nm]
3 (x1 + x 2 ) calculation acc. to 4.4.1.

MR = Max (MCR1, MCR2) [Nm] Note

The radius may be obtained by grinding. If disk grind-
Mb = MCR2 – MCR1 ing is carried out, score marks are to be avoided in
the direction of the weld.
Mb The radius is to be checked with a template for accu-
B3 = [N] racy. Four profiles at least are to be checked. A report
A 20 + A 30
is to be submitted to the Surveyor.
B2 = CR + B3 [N] Before welding is started, a detailed welding proce-
dure specification is to be submitted to GL covering
the weld preparation, welding positions, welding pa-
4. Rudder trunk rameters, welding consumables, preheating, post weld
heat treatment and inspection procedures. This weld-
4.1 In case where the rudder stock is fitted with a ing procedure is to be supported by approval tests in
rudder trunk welded in such a way the rudder trunk is accordance with the applicable requirements of mate-
loaded by the pressure induced on the rudder blade, as rials and welding sections of the rules.
given in B.1.1, the bending stress in the rudder trunk,
in N/mm2, is to be in compliance with the following The manufacturer is to maintain records of welding,
formula: subsequent heat treatment and inspections traceable
to the welds. These records are to be submitted to the
σ ≤ 80 / k Surveyor.
Non destructive tests are to be conducted at least 24
where the material factor k for the rudder trunk is not hours after completion of the welding. The welds are
to be taken less than 0,7. to be 100 % magnetic particle tested and 100 % ultra-
For the calculation of the bending stress, the span to be sonic tested.
considered is the distance between the mid-height of the
lower rudder stock bearing and the point where the trunk
is clamped into the shell or the bottom of the skeg. D. Rudder Couplings

4.2 The weld at the connection between the rud- 1. General

der trunk and the shell or the bottom of the skeg is to
be full penetration. 1.1 The couplings are to be designed in such a
way as to enable them to transmit the full torque of the
Non destructive tests are to be conducted for all welds. rudder stock.

4.3 The minimum thickness of the shell or the
bottom of the skeg is to be 0,4 times the wall thickness
of the trunk at the connection.
The fillet shoulder radius is to be ground. The radius is
to be as large as practicable but not less than 0,7 times
the wall thickness of the trunk at the connection, if the
wall thickness is greater than 50 mm. In case of smaller
wall thickness, the radius shall be not less than 35 mm.
4.4 Alternatively a fatigue strength calculation
based on the structural stress (hot spot stress) (see Sec-
tion 20, A.2.6) can be carried out.
4.4.1 In case the rudder trunk is welded directly
into the skeg bottom or shell, hot spot stress has to be
determined acc. to Section 20, C.
In this case FAT class ΔσR = 100 has to be used, see
Section 20, C.3.
1.2 The distance of the bolt axis from the edges
of the flange is not to be less than 1,2 times the diame-
ter of the bolt. In horizontal couplings, at least 2 bolts
are to be arranged forward of the stock axis.
1.3 The coupling bolts are to be fitted bolts. The
bolts and nuts are to be effectively secured against
loosening.
1.4 For spade rudders horizontal couplings ac-
cording to 2. are permissible only where the required
thickness of the coupling flanges tf is less than 50 mm,
otherwise cone couplings according to 3. are to be
applied. For spade rudders of the high lift type, only
cone couplings according to 3. are permitted.
1.5 If a cone coupling is used between the rudder
stock or pintle, as the case can be, and the rudder blade
or steering gear (see 3.), the contact area between the
mating surfaces is to be demonstrated to the Surveyor
I - Part 6 Section 14 D Rudder and Manoeuvring Arrangement Chapter 1
GL 2012 Page 14–9

by blue print test and should not be less than 70 % of 2.4 Horizontal coupling flanges shall either be
the theoretical contact area (100 %). Non-contact forged together with the rudder stock or be welded to
areas should be distributed widely over the theoretical the rudder stock as outlined in Section 19, B.4.4.3.
contact area. Concentrated areas of non-contact in the
forward regions of the cone are especially to be 2.5 For the connection of the coupling flanges
avoided. The proof has to be demonstrated using the with the rudder body see also Section 19, B.4.4.
original components and the assembling of the com-
ponents has to be done in due time to the creation of
blue print to ensure the quality of the surfaces. In case 3. Cone couplings
of storing over a longer period, sufficient preservation
of the surfaces is to be provided for. 3.1 Cone couplings with key
If alternatively a male/female calibre system is used,
3.1.1 Cone couplings shall have a taper c on dia-
the contact area between the mating surfaces is to be
meter of 1 : 8 - 1 : 12. c = (d0 – du)/A according to Fig.
checked by blue print test and should not be less than
80 % of the theoretical contact area (100 %) and needs 14.7.
to be certified. After ten applications or five years the The cone shapes should fit very exact. The nut is to be
blue print proof has to be renewed. carefully secured, e.g. by a securing plate as shown in
Fig. 14.7.
2. Horizontal couplings
d0
2.1 The diameter of coupling bolts is not to be insulation
less than:
liner
3
D ⋅ kb sealing/
db = 0, 62 [mm]
kr ⋅ n ⋅ e insulation

D = rudder stock diameter according to C. [mm]

da
n = total number of bolts, which is not to be less
than 6 dm
e = mean distance of the bolt axes from the cen-
tre of bolt system [mm] du
kr = material factor for the rudder stock as given
hn

in A.4.2
dg
kb = material factor for the bolts analogue to A.4.2 securing
dn plate for nut
2.2 The thickness of the coupling flanges is not
to be less than determined by the following formulae:
Fig. 14.7 Cone coupling with key and securing
D3 ⋅ k f plate
tf = 0, 62 [mm]
kr ⋅ n ⋅ e
3.1.2 The coupling length A shall, in general, not be
tfmin = 0,9 ⋅ db less than 1,5 ⋅ d0.

kf = material factor for the coupling flanges ana- 3.1.3 For couplings between stock and rudder a key
logue to A.4.2 is to be provided, the shear area of which is not to be
less than:
The thickness of the coupling flanges clear of the bolt
holes is not to be less than 0,65 ⋅ tf. 16 ⋅ Q F
as = [cm 2 ]
The width of material outside the bolt holes is not to d k ⋅ R eH1
be less than 0,67 ⋅ db.
QF = design yield moment of rudder stock [Nm]
2.3 The coupling flanges are to be equipped with according to F.
a fitted key according to DIN 6885 or equivalent stan-
dard for relieving the bolts. dk = diameter of the conical part of the rudder
stock [mm] at the key
The fitted key may be dispensed with if the diameter
of the bolts is increased by 10 %. ReH1 = yield strength of the key material [N/mm2]
Chapter 1 Section 14 D Rudder and Manoeuvring Arrangement I - Part 6
Page 14–10 GL 2012

3.1.4 The effective surface area of the key (without Note

rounded edges) between key and rudder stock or cone
coupling is not to be less than: A securing flat bar will be regarded as an effective
securing device of the nut, if its shear area is not less
5 ⋅ QF than:
ak = [cm 2 ]
d k ⋅ R eH2
Ps ⋅ 3
As = [ mm 2 ]
ReH2 = yield strength of the key, stock or coupling ReH
material [N/mm2], whichever is less.
Ps = shear force as follows
3.1.5 The dimensions of the slugging nut are to be
at least as follows, see Fig. 14.7: Pe ⎛d ⎞
= ⋅ μ1 ⎜ 1 − 0,6 ⎟ [N]
– height: 2 ⎜ dg ⎟
⎝ ⎠
hn = 0,6 ⋅ dg
Pe = push-up force according to 3.2.3.2 [N]
– outer diameter (the greater value to be taken):
dn = 1,2 ⋅ du or dn = 1,5 ⋅ dg μ1 = frictional coefficient between nut and rudder
body, normally μ1 = 0,3
– external thread diameter:
d1 = mean diameter of the frictional area between
dg = 0,65 ⋅ d0
nut and rudder body, see Fig. 14.8
3.1.6 It is to be proved that 50 % of the design yield dg = thread diameter of the nut
moment will be solely transmitted by friction in the
cone couplings. This can be done by calculating the
required push-up pressure and push-up length accord- 3.2.3 For the safe transmission of the torsional
moment by the coupling between rudder stock and
ing to 3.2.3 for a torsional moment Q'F = 0,5 ⋅ QF. rudder body the push-up length and the push-up pres-
sure are to be determined by the following formulae.
3.2 Cone couplings with special arrangements
for mounting and dismounting the couplings 3.2.3.1 Push-up pressure

3.2.1 Where the stock diameter exceeds 200 mm The push-up pressure is not to be less than the greater
the press fit is recommended to be effected by a hy- of the two following values:
draulic pressure connection. In such cases the cone
shall be more slender, c ≈ 1 : 12 to ≈ 1 : 20. 2 ⋅ Q F ⋅ 103
p req1 = [N / mm 2 ]
d 2m ⋅ A ⋅ π ⋅ μ0
3.2.2 In case of hydraulic pressure connections the
nut is to be effectively secured against the rudder stock 6 ⋅ M b ⋅ 103
or the pintle. A securing plate for securing the nut against p req2 = [N / mm 2 ]
the rudder body is not to be provided, see Fig. 14.8. A 2 ⋅ dm

QF = design yield moment of rudder stock accord-

ing to F. [Nm]

dm = mean cone diameter [mm]

A = cone length [mm]

μ0 ≈ 0,15 (frictional coefficient)

Mb = bending moment in the cone coupling (e.g. in

case of spade rudders) [Nm]

It has to be proved that the push-up pressure does not

exceed the permissible surface pressure in the cone.
Securing dg The permissible surface pressure is to be determined
flat bar d1 by the following formula:

0,8 ⋅ R eH (1 − α 2 )
Fig. 14.8 Cone coupling without key and with p perm =
securing flat bar 3 + α4
I - Part 6 Section 14 E Rudder and Manoeuvring Arrangement Chapter 1
GL 2012 Page 14–11

ReH = yield strength [N/mm2] of the material of the E. Rudder Body, Rudder Bearings
gudgeon
1. Strength of rudder body
d
α = m (see Fig. 14.7)
da 1.1 The rudder body is to be stiffened by hori-
zontal and vertical webs in such a manner that the
The outer diameter of the gudgeon shall not be less rudder body will be effective as a beam. The rudder
than: shall be additionally stiffened at the aft edge.

da = 1,5 ⋅ d m [mm] 1.2 The strength of the rudder body is to be

proved by direct calculation according to C.3.
3.2.3.2 Push-up length 1.3 For rudder bodies without cut-outs the per-
The push-up length is not to be less than: missible stress are limited to:
bending stress due to MR:
preq ⋅ dm 0,8 ⋅ R tm
ΔA1 = + [mm] σb = 110 N / mm 2
⎛1 − α ⎞2 c
E⎜ ⎟ c
⎜ 2 ⎟ shear stress due to Q1:
⎝ ⎠
τ = 50 N / mm 2
Rtm = mean roughness [mm]
equivalent stress due to bending and shear:
≈ 0,01 mm
c = taper on diameter according to 3.2.1 σv = σb2 + 3τ2 = 120 N / mm 2
The push-up length is, however, not to be taken MR, Q1 see C.3.3 and Fig. 14.3 and 14.4.
greater than:
In case of openings in the rudder plating for access to
1,6 ⋅ R eH ⋅ d m 0,8 ⋅ R tm cone coupling or pintle nut the permissible stresses
ΔA 2 = + [mm] according to 1.4 apply. Smaller permissible stress
3 + α4 E ⋅ c c
values may be required if the corner radii are less than
0,15 ⋅ ho, where ho = height of opening.
Note
In case of hydraulic pressure connections the required 1.4 In rudder bodies with cut-outs (semi-spade
push-up force Pe for the cone may be determined by rudders) the following stress values are not to be ex-
the following formula: ceeded:
bending stress due to MR:
⎛c ⎞
Pe = preq ⋅ d m ⋅ π ⋅ A ⎜ + 0,02 ⎟ [N]
⎝ 2 ⎠ σb = 90 N / mm 2

The value 0,02 is a reference for the friction coefficient shear stress due to Q1:
using oil pressure. It varies and depends on the mecha-
nical treatment and roughness of the details to be fixed. τ = 50 N / mm 2
Where due to the fitting procedure a partial push-up torsional stress due to Mt:
effect caused by the rudder weight is given, this may
be taken into account when fixing the required push- τt = 50 N / mm 2
up length, subject to approval by GL.
equivalent stress due to bending and shear and equiva-
3.2.4 The required push-up pressure for pintle bear- lent stress due to bending and torsion:
ings is to be determined by the following formula:
σ v1 = σ2b + 3τ 2 = 120 N / mm 2
B1 ⋅ d0
p req = 0, 4 [N / mm 2 ]
d 2m ⋅ A σ v2 = σb2 + 3τ t2 = 100 N / mm 2

B1 = supporting force in the pintle bearing [N], see f2

M R = C R2 ⋅ f1 + B1 [Nm]
also Fig. 14.4 2
dm, A = see 3.2.3 Q1 = CR2 [N]

d0 = pintle diameter [mm] according to Fig. 14.7 f1, f2 = see Fig. 14.9
Chapter 1 Section 14 E Rudder and Manoeuvring Arrangement I - Part 6
Page 14–12 GL 2012

The torsional stress may be calculated in a simplified
manner as follows:
Mt
τt = [N / mm 2 ]
2 ⋅ A ⋅ h ⋅ t
Mt = CR 2 ⋅ e [Nm]
CR2 = partial rudder force [N] of the partial rudder
area A2 below the cross section under consid-
eration
e = lever for torsional moment [m]
(horizontal distance between the centre of
pressure of area A2 and the centre line a-a of
the effective cross sectional area under con-
sideration, see Fig. 14.9. The centre of pres-
sure is to be assumed at 0,33 ⋅ c2 aft of the
forward edge of area A2, where c2 = mean
breadth of area A2).
To avoid resonant vibration of single plate fields the
frequency criterion as defined in Section 12, A.8.3 for
shell structures applies analogously.
Regarding dimensions and welding Section 19, B.4.4.1
has to be observed in addition.
2.2 For connecting the side plating of the rudder
to the webs tenon welding is not to be used. Where
application of fillet welding is not practicable, the side
plating is to be connected by means of slot welding to
flat bars which are welded to the webs.
2.3 The thickness of the webs is not to be less
than 70 % of the thickness of the rudder plating ac-
cording to 2.1, but not less than:
t min = 8 k [mm]
Webs exposed to seawater shall be dimensioned ac-
cording to 2.1.

h, A, t = [cm], see Fig. 14.9 3. Transmitting of the rudder torque

A-B 3.1 For transmitting the rudder torque, the rudder

plating according to 2.1 is to be increased by 25 % in
2 2 way of the coupling. A sufficient number of vertical
webs is to be fitted in way of the coupling.
a
r

a
f2

3.2 If the torque is transmitted by a prolonged

f1
r

x x shaft extended into the rudder, the latter shall have the
A B
h

A2 diameter Dt or D1, whichever is greater, at the upper

a 10 % of the intersection length. Downwards it may be
a e tapered to 0,6 Dt, in spade rudders to 0,4 times the
strengthened diameter, if sufficient support is provided
Fig. 14.9 Geometry of a semi-spade rudder for.

The distance A between the vertical webs shall not 4. Rudder bearings
exceed 1,2 ⋅ h.
The radii in the rudder plating are not to be less than 4.1 In way of bearings liners and bushes are to be
4 – 5 times the plate thickness, but in no case less than fitted. Their minimum thickness is
50 mm. tmin = 8 mm for metallic materials and
synthetic material
2. Rudder plating
= 22 mm for lignum material
2.1 The thickness of the rudder plating is to be
determined according to the following formula: Where in case of small ships bushes are not fitted, the rud-
der stock is to be suitably increased in diameter in way of
bearings enabling the stock to be re-machined later.
t = 1, 74 ⋅ a pR ⋅ k + 2,5 [mm]
4.2 An adequate lubrication is to be provided.
CR 2
pR = 10 ⋅ T + [kN / m ]
103 ⋅ A 4.3 The bearing forces result from the direct calcu-
lation mentioned in C.3. As a first approximation the
a = the smaller unsupported width of a plate bearing force may be determined without taking account
panel [m] of the elastic supports. This can be done as follows:
The influence of the aspect ratio of the plate panels – normal rudder with two supports:
may be taken into account as given in Section 3, A.3.
The rudder force CR is to be distributed to the
The thickness shall, however, not be less than the supports according to their vertical distances
thickness tmin according to Section 6, B.3.1. from the centre of gravity of the rudder area.
I - Part 6 Section 14 F Rudder and Manoeuvring Arrangement Chapter 1
GL 2012 Page 14–13

– semi-spade rudders: d = 0,35 B1 ⋅ k r [mm]

– support force in the rudder horn:
b B1 = support force [N]
B1 = CR ⋅ [N]
c kr = see A.4.2
– support force in the neck bearing:
5.2 The thickness of any liner or bush shall not
B2 = CR − B1 [N] be less than:
For b and c see Fig. 13.3 in Section 13. t = 0, 01 B1 [mm]

4.4 The projected bearing surface Ab (bearing or the values in 4.1 respectively.
height × external diameter of liner) is not to be less
than 5.3 Where pintles are of conical shape, they are
to comply with the following
B
Ab = [mm 2 ] taper on diameter 1 : 8 to 1 : 12
q
if keyed by slugging nut
B = support force [N] taper on diameter 1 : 12 to 1 : 20
q = permissible surface pressure acc. to Table 14.2 if mounted with oil injec-
tion and hydraulic nut

Table 14.2 Permissible surface pressure q 5.4 The pintles are to be arranged in such a manner
as to prevent unintentional loosening and falling out.
Bearing material q [N/mm2] For nuts and threads the requirements of D.3.1.5 and
lignum vitae 2,5 3.2.2 apply accordingly.

white metal, oil lubricated 4,5

6. Guidance values for bearing clearances
synthetic material 1 5,5
6.1 For metallic bearing material the bearing
steel 2, bronze and hot-pressed clearance shall generally not be less than:
7,0
bronze-graphite materials
db
1 Synthetic materials to be of approved type. + 1, 0 [mm]
Surface pressures exceeding 5,5 N/mm2 may be accepted 1000
in accordance with bearing manufacturer's specification
and tests, but in no case more than 10 N/mm2. db = inner diameter of bush
2 Stainless and wear resistant steel in an approved combi-
nation with stock liner. Higher surface pressures than 6.2 If non-metallic bearing material is applied,
7 N/mm2 may be accepted if verified by tests. the bearing clearance is to be specially determined
considering the material's swelling and thermal expan-
sion properties.
4.5 Stainless and wear resistant steels, bronze and
hot-pressed bronze-graphit materials have a consider- 6.3 The clearance is not to be taken less than
able difference in potential to non-alloyed steel. Re- 1,5 mm on diameter. In case of self lubricating bushes
spective preventive measures are required. going down below this value can be agreed to on the
basis of the manufacturer's specification.
4.6 The bearing height shall be equal to the bear-
ing diameter, however, is not to exceed 1,2 times the
bearing diameter. Where the bearing depth is less than
the bearing diameter, higher specific surface pressures F. Design Yield Moment of Rudder Stock
may be allowed.
The design yield moment of the rudder stock is to be
determined by the following formula:
4.7 The wall thickness of pintle bearings in sole
piece and rudder horn shall be approximately ¼ of the
D3t
pintle diameter. Q F = 0, 02664 [Nm]
kr
5. Pintles Dt = stock diameter [mm] according to C.1.

5.1 Pintles are to have scantlings complying with Where the actual diameter Dta is greater than the calcu-
the conditions given in 4.4 and 4.6. The pintle diame- lated diameter Dt, the diameter Dta is to be used. How-
ter is not to be less than: ever, Dta need not be taken greater than 1,145 ⋅ Dt.
Chapter 1 Section 14 H Rudder and Manoeuvring Arrangement I - Part 6
Page 14–14 GL 2012

G. Stopper, Locking Device c = 1,0 in zone 2 (propeller zone)

1. Stopper = 0,5 in zones 1 and 3

The motions of quadrants or tillers are to be limited on = 0,35 in zone 4

either side by stoppers. The stoppers and their founda-
tions connected to the ship's hull are to be of strong
see Fig. 14.10
construction so that the yield strength of the applied
materials is not exceeded at the design yield moment
of the rudder stock. b
zone 4
2. Locking device
Each steering gear is to be provided with a locking
device in order to keep the rudder fixed at any posi-
tion. This device as well as the foundation in the ship's
hull are to be of strong construction so that the yield
zone 3 zone 2 zone 1
strength of the applied materials is not exceeded at the min. b/4
design yield moment of the rudder stock as specified
in F. Where the ship's speed exceeds 12 kn, the design
yield moment need only be calculated for a stock Fig. 14.10 Zones 1 to 4 of a propeller nozzle
diameter based on a speed v0 = 12 kn.
3. Plate thickness
3. Regarding stopper and locking device see also
GL Rules for Machinery Installations (I-1-2), Section 14.
3.1 The thickness of the nozzle shell plating is
not to be less than:

H. Propeller Nozzles t = 5 ⋅ a pd + t K [mm]

1. General t min = 7,5 mm

1.1 The following requirements are applicable to a = spacing of ring stiffeners [m]
propeller nozzles having an inner diameter of up to
5 m. Nozzles with larger diameters will be specially
considered. 3.2 The web thickness of the internal stiffening
rings shall not be less than the nozzle plating for zone 3,
1.2 Special attention is to be given to the support however, in no case be less than 7,5 mm.
of fixed nozzles at the hull structure.

2. Design pressure 4. Section modulus

The design pressure for propeller nozzles is to be The section modulus of the cross section shown in
determined by the following formula: Fig. 14.10 around its neutral axis is not to be less than:

pd = c ⋅ pd0 [kN / m 2 ]
W = n ⋅ d 2 ⋅ b ⋅ v 02 [cm3 ]
N
pd0 = ε [kN / m 2 ] d = inner diameter of nozzle [m]
Ap
N = maximum shaft power [kW] b = length of nozzle [m]
Ap = propeller disc area [m2]
n = 1,0 for rudder nozzles
π
= D2 = 0,7 for fixed nozzles
4
D = propeller diameter [m]
ε = factor according to the following formula: 5. Welding

N The inner and outer nozzle shell plating is to be

ε = 0, 21 − 2 ⋅ 10−4 welded to the internal stiffening rings as far as practi-
Ap
cable by double continuous welds. Plug welding is
εmin = 0,10 only permissible for the outer nozzle plating.
I - Part 6 Section 14 J Rudder and Manoeuvring Arrangement
GL 2012
I. Devices for Improving Propulsion Efficiency
1. The operation of the ship and the safety of the
hull, propeller and the rudder are not to be affected by
damage, loss or removal of additional devices that
improve the propulsion efficiency (e.g. spoilers, fins
or ducts).
2. Documentation of strength and vibration analy-
ses are to be submitted for devices of innovative design.
In addition sufficient fatigue strength of the connection
with the ship's structure has to be verified. The scant-
lings of the devices are to be in compliance with the
required ice class, where applicable. The relevant load
cases are to be agreed upon with GL.
J. Fin Stabilizers
1. General
The hydrodynamic effects of fin stabilizers on the roll-
ing behaviour of the ship are not part of the classifica-
Chapter 1
Page 14–15
tion procedure. The classification however includes the
integration of the system into the hull structure.
2. Integration into the hull structure
2.1 The complete bearing system and the drive
unit directly mounted at the fin stock are to be located
within an own watertight compartment at the ship’s
side or bottom of moderate size. For further details
refer to the GL Rules for Machinery and Systems (I-6-
2), Section 17, B.4.
2.2 At the penetration of the fin stock and at the
slot of retractable fins, the shell has to be strengthened
in a sufficient way.
2.3 The watertight boundaries of the fin recess,
if applicable and of the drive compartment have to
be dimensioned according to Section 6. Special atten-
tion has to be given to the transmission of the fin sup-
port forces from the stock bearings into the ships
structure.
I - Part 6 Section 15 A Strengthening for Navigation in Ice
GL 2012
Section 15
Strengthening for Navigation in Ice
A. General
1. Ice class notations
1.1 The strengthenings for the various ice class
notations are recommended for navigation under the
following ice conditions:
Ice class
Ice conditions
notation
Drift ice in mouths of rivers
E Classification then reads:  100A5 E1 MC E1.
and coastal regions
E1
E2
Ice conditions as in the
E3 Northern Baltic 1
E4
1 See paragra ph 1.1 of the Finnish-Swedish Ice Class Rules
1.2 Ships the ice-strengthening of which com-
plies with the requirements of B. will have the nota-
tion E1, E2, E3 or E4 affixed to their Character of
Classification.
1.3 The requirements for the ice class notations
E1 – E4 embody all necessary conditions to be complied
with for assignment of the ice classes IC – IA Super
according to the Finnish-Swedish Ice Class Rules 2010
(23.11.2010 TRAFI / 31298 / 03.04.01.00 / 2010). Ref-
erence is also made to the Guidelines for the Applica-
tion of the Finnish-Swedish Ice Class Rules (see
20.12.2011 TRAFI / 21816 / 03.04.01.01 / 2011). The ice
class notations mentioned under 1.1 are equivalent to
the Finnish-Swedish ice classes in the following way:
Ice class notation E1 corresponds to ice class IC
Ice class notation E2 corresponds to ice class IB
Ice class notation E3 corresponds to ice class IA
Ice class notation E4 corresponds to ice class IA Super
Note
The Swedish Maritime Administration has provided ice
class notations IBV and ICV for vessels navigating
Lake Vänern (“Regulations and General Advice of the
Swedish Maritime Administration on Swedish Ice Class
for Traffic on Lake Vänern”, SJÖFS 2003:16). The
requirements for ice class notations IBV and ICV are
the same as those for ice class notations E2 and E1,
respectively, except for the calculation of minimum pro-
pulsion machinery output, see A.3. When calculating the
resistance of the vessel, the thickness of brash ice in mid
Chapter 1
Page 15–1
channel, HM, is to be taken as 0,65 m for ice class nota-
tion IBV and 0,50 m for ice class notation ICV. For
vessels complying with the requirements for ice class
notations IBV and ICV, a corresponding entry will be
made in the Technical File to the Class Certificate.
1.4 The ice class notations E1 – E4 can only be
assigned to self-propelled ships when in addition to
the requirements of this Section also the relevant GL
Rules for Machinery and Systems (I-6-2), Section 19
are complied with. For example, the full Character of
Where the hull only is strengthened for a higher ice
class notation, a corresponding entry will be made in
the Technical File to the Class Certificate.
1.5 Ships the ice-strengthening of which com-
plies with the requirements of C. will have the nota-
tion E affixed to their Character of Classification.
Upon request, the notation E may be assigned inde-
pendently for hull or machinery.
1.6 Ships intended for navigation in polar waters
may have the ice class notations PC7 – PC1 affixed to
their Character of Classification if the GL Guidelines
for the Construction of Polar Class Ships (I-1-22) are
complied with.
1.7 Ships which beyond the requirements for the
ice class notations E, E1 to E4 or PC7 to PC1 have
been specially designed, dimensioned and/or equipped
for icebreaking will have affixed the notation
ICEBREAKER in addition. Dimensioning of the
structure with regard to the foreseen area of operation
has to be harmonized with GL.
1.8 If the scantlings required by this Section are
less than those required for ships without ice-
strengthening, the scantlings required by the other
Sections of these Rules are to be maintained.
2. Ice class draught for ships with notations
E1 – E4
2.1 The upper ice waterline (UIWL) is to be the
envelope of the highest points of the waterlines at
which the ship is intended to operate in ice. The lower
ice waterline (LIWL) is to be the envelope of the low-
est points of the waterlines at which the ship is in-
tended to operate in ice. Both the UIWL and LIWL
may be broken lines.
2.2 The maximum and minimum ice class draughts
at the forward perpendicular, amidships and at the aft
Chapter 1 Section 15 A Strengthening for Navigation in Ice I - Part 6
Page 15–2 GL 2012

perpendicular are to be determined in accordance with
the upper/lower ice waterlines and are to be stated in the
drawings submitted for approval. The ice class draughts,
the minimum propulsion machinery output, P, according
to 3., as well as the corresponding ice class, will be
stated in the Technical File to the Class Certificate.
The required propulsion machinery output, P, is to be
calculated for ships on both the UIWL and the LIWL.
The propulsion machinery output shall not be less than
the greater of these two outputs.
Ke = is to be taken from Table 15.1

If the summer load line in fresh water is anywhere

located at a higher level than the UIWL, the ship's Table 15.1 Factor Ke for the determination of
sides are to be provided with a warning triangle and minimum propulsion machinery out-
with an ice class draught mark at the maximum per- put for ships of ice classes E3 and E4
missible ice class draught amidships (see Annex B).

2.3 The draught and trim, limited by the UIWL, Ke

shall not be exceeded when the ship is navigating in ice. Propeller type CPP or electric
The salinity of the sea water along the intended route is or FP
or hydraulic
to be taken into account when loading the ship. machinery
propulsion propeller
The ship is always to be loaded down at least to the machinery
LIWL when navigating in ice. The LIWL is to be
1 propeller 2,03 2,26
agreed upon with the owners. Any ballast tank adja-
cent to the side shell and situated above the LIWL, 2 propellers 1,44 1,60
and needed to load the ship down to this waterline, is 3 propellers 1,18 1,31
to be equipped with devices to prevent the water from
freezing. In determining the LIWL, regard is to be
The values in Table 15.1 apply only to conventional
paid to the need for ensuring a reasonable degree of
ice-going capability in ballast. The propeller is to be propulsion systems. Other methods may be used for
fully submerged, entirely below the ice, if possible. determining the Ke values for advanced propulsion
systems as specified in 3.3.
2.4 The minimum draught at the forward perpen- DP = diameter of the propeller(s) [m]
dicular shall not be less than the smaller of the follow-
ing values: RCH = resistance of the ship in a channel due to brash
ice and a consolidated layer [N]:
Tmin = h 0 (2 + 2,5 ⋅ 10−4 ⋅ D) [m]
R CH = C1 + C2 + C3 ⋅ Cμ (HF + HM )2
or
Tmin = 4 ⋅ h 0 [m] ⋅ (B + Cψ ⋅ HF ) + C4 ⋅ LPAR ⋅ HF2
D = displacement of the ship [t] based on a hori- 3
zontal waterline passing through the maxi- ⎛ Lpp ⋅ T ⎞ A wf
+ C5 ⎜ [N]
mum ice class draught amidships ⎜ B2 ⎟⎟ L
⎝ ⎠ pp
h0 = design ice thickness according to B.2.1
C1 and C2 account for a consolidated upper layer of
the brash ice and can be taken as zero for ice class
3. Propulsion machinery output for ships notations E1, E2 and E3.
with notations E1 – E4
For ice class notation E4:
3.1 The propulsion machinery output, P, in the
context of this Section, is the total maximum output the B ⋅ L PAR
C1 = f1 + (1 + 0, 021 ϕ1 )
propulsion machinery can continuously deliver to the T
2 + 1
propeller(s). If the output of the machinery is restricted B
by technical means or by any regulations applicable to
the ship, P is to be taken as the restricted output. ⋅ (f 2 ⋅ B + f 3 ⋅ L BOW + f 4 ⋅ B ⋅ L BOW )

3.2 The propulsion machinery output is not to be C2 = (1 + 0, 063 ϕ1 ) (g1 + g 2 ⋅ B)

less than:
⎛ T⎞ B2
( R CH /1000 ) 3/ 2 + g3 ⎜1 + 1, 2 ⎟
P = Ke [kW] ⎝ B⎠ Lpp
DP
C3 = 845 kg/m2/s2
Pmin = 2 800 kW for ice class notation E4
C4 = 42 kg/m2/s2
= 1 000 kW for ice class notations E1, E2
and E3 C5 = 825 kg/s2
I - Part 6 Section 15 A Strengthening for Navigation in Ice Chapter 1
GL 2012 Page 15–3

Cμ = 0,15 cos ϕ2 + sin ψ ⋅ sin α; Cμ ≥ 0,45 The quantity

Cψ = 0,047 ψ – 2,115; Cψ = 0 for ψ ≤ 45° ⎛ Lpp ⋅ T ⎞

3

⎜⎜ ⎟⎟
HF = thickness of the brash ice layer displaced by ⎝ B
2
⎠
the bow [m]
is not to be taken less than 5 and not to be taken more
= 0, 26 + HM ⋅ B than 20.
HM = thickness of the brash ice in mid channel [m] f1 = 23 [N/m2], g1 = 1 530 [N]
= 1,0 for ice class notations E3 and E4 f2 = 45,8 [N/m], g2 = 170 [N/m]
= 0,8 for ice class notations E2 f3 = 14,7 [N/m], g3 = 400 [N/m1,5]
= 0,6 for ice class notation E1 f4 = 29 [N/m2]
The ship parameters defined below are to be calcu- Unless specially agreed with GL, ship's parameters are
lated on the UIWL using a horizontal waterline pass- generally to be within the ranges of validity shown in
ing through the maximum ice class draught amidships,
Table 15.2 if the above formula for RCH is to be used.
as defined in 2.1, and on the LIWL using a horizontal
Otherwise, alternative methods for determining RCH
waterline passing through the minimum ice class
are to be used as specified in 3.3. When calculating
draught amidships, as defined in 2.3. The ship dimen-
sions LPP and B, however, are always to be calculated the parameter DP/T, T shall be measured on the UIWL
on the UIWL. See also Fig. 15.1. amidships.

LPAR = length of the parallel midship body [m]

Table 15.2 Range of application of the formula
Lpp = length of the ship between perpendiculars [m] for ship resistance RCH
LBOW = length of the bow [m]
Parameter Minimum Maximum
T = maximum and minimum ice class draughts
amidship [m] according to 2.1 and 2.3, re- α [°] 15 55
spectively ϕ1 [°] 25 90
2
A wf = area of the waterplane of the bow [m ] ϕ2 [°] 10 90
ϕ1 = the rake of the stem at the centreline [°] Lpp [m] 65,0 250,0
For a ship with a bulbous bow, ϕ1 shall be B [m] 11,0 40,0
taken as 90°. T [m] 4,0 15,0
ϕ2 = the rake of the bow at B/4 [°], ϕ2max = 90° LBOW/Lpp 0,15 0,40
LPAR/Lpp 0,25 0,75
α = the angle of the waterline at B/4 [°]
Dp/T 0,45 0,75
⎛ tanϕ2 ⎞
ψ = arctan ⎜ ⎟ Awf/ (Lpp ⋅ B) 0,09 0,27
⎝ sinα ⎠

LBOW

Awf
B

a B/4

LPAR
buttock
at B/4
j1
j2
T

Fig. 15.1 Rake of the stem ϕ1 and rake of the bow ϕ2 at B/4 from CL
Chapter 1 Section 15 A Strengthening for Navigation in Ice I - Part 6
Page 15–4 GL 2012

3.3 For an individual ship, in lieu of the Ke or RCH
values defined in 3.2, the use of Ke values based on more
exact calculations or RCH values based on model tests may
be approved (see also paragraph 7.4 of the Guidelines
for the Application of the Finnish-Swedish Ice Class
Rules). The model test report is to be submitted to GL.
Such approvals will be given on the understanding
that they can be revoked if warranted by the actual
performance of the ship in ice.
The design requirement for ice classes is a minimum
speed of 5 knots in the following brash ice channels:
E4: HM = 1,0 m and a 0,1 m thick consoli-
dated layer of ice
E3: HM = 1,0 m
E2: HM = 0,8 m
E1: HM = 0,6 m
4. Definitions for ships with notations E1–E4
tance c aft of the borderline between the parallel mid-
body region and the aft ship.
4.1.1.3 Stern region
The region from the aft boundary of the midbody
region, as defined in 4.1.1.2 to the stern.
4.1.1.4 Forefoot region
(for ice class notation E4 only)
The region below the ice belt from the stem to a posi-
tion five main frame spaces abaft the point where the
bow profile departs from the keel line.
4.1.1.5 Upper bow ice belt region
(for ice class notations E3 and E4 and with a speed
v0 ≥ 18 kn only)
The region from the upper limit of the ice belt to 2 m
above it and from the stem to a position 0,2 L abaft
the forward perpendicular.

4.1 Ice belt
4.1.1 The ice belt is the zone of the shell plating
which is to be strengthened. The ice belt is divided
into regions as follows, see Fig. 15.2:
4.1.1.1 Bow region
The region from the stem to a line parallel to and at
the distance c aft of the borderline between the parallel
midbody region and the fore ship:
– c = 0,04 L,
not exceeding 6 m for the ice class notations E3
and E4, not exceeding 5 m for the ice class nota-
tions E1 and E2
– c = 0,02 L,
not exceeding 2 m for the ice class notation E
4.1.1.2 Midbody region
The region from the aft boundary of the bow region,
as defined in 4.1.1.1 to a line parallel to and at the dis-
4.1.2 The vertical extension of the bow, midbody
and stern regions is to be determined from Table 15.3.
4.1.3 On the shell expansion plan submitted for ap-
proval, the location of the UIWL, LIWL and the upper/
lower limits of the ice belt, as well as the bow, midbody
and stern regions (including forefoot and upper bow ice
belt regions, if applicable), are to be clearly indicated.
4.1.4 The following terms are used in the formulae
in B.:
a = frame spacing [m], longitudinal or transverse,
taking into account the intermediate frames,
if fitted.
= unsupported span [m] of frames, web frames,
stringer.
p = design ice pressure [N/mm2] according to B.2.2
h = design height of ice pressure area [m] accord-
ing to B.2.1

0,2 L
2m

Ice belt,
midbody region
c Upper bow
ice belt

UIWL
Ice belt,
bow region
c LIWL
See 4.1.2
Fore foot

Border of the part of the side 5 frame spacings (s)

Ice belt, where waterlines are parallel
stern region to the centreline

Fig. 15.2 Ice belt

I - Part 6 Section 15 B Strengthening for Navigation in Ice Chapter 1
GL 2012 Page 15–5

Table 15.3 Vertical extension of the bow, mid- 1.2 The formulae and values given in this Section
body and stern regions may be substituted by direct calculation methods if
they are deemed by GL to be invalid or inapplicable
Above Below for a given structural arrangement or detail. Other-
Ice class Hull wise, direct analysis is not to be utilised as an alterna-
UIWL LIWL
notation region tive to the analytical procedures prescribed by the
[m] [m]
explicit requirements in 3. (shell plating) and 4.
Bow (frames, ice stringers, web frames).
1,20
E4 Midbody 0,60
Direct analyses are to be carried out using the load
Stern 1,00 patch defined in 2. (p, h and a). The pressure to be
Bow 0,90 used is 1.8 p, where p is determined according to 2.2.
E3 Midbody 0,50 The load patch is to be applied at locations where the
0,75 capacity of the structure under the combined effects of
Stern
bending and shear are minimized. In particular, the
Bow 0,70 structure is to be checked with the load centred on the
E2, E1, E Midbody 0,40 UIWL, 0.5 h0 below the LIWL, and several vertical
0,60
Stern locations in between. Several horizontal locations
shall also be checked, especially the locations centred
The frame spacing and spans are normally to be meas- at the mid-span or mid-spacing. Further, if the load
ured in a vertical plane parallel to the centreline of the length a cannot be determined directly from the ar-
ship. However, if the ship's side deviates more than rangement of the structure, several values of a shall
20° from this plane, the frame spacing and spans shall be checked using corresponding values for ca.
be measured along the side of the ship.
The acceptance criterion for designs is that the com-
bined stresses from bending and shear, using the von
Mises yield criterion, are lower than the yield strength
B. Requirements for the Notations E1 - E4 ReH. When the direct calculation is performed using
beam theory, the allowable shear stress is not to be
1. General greater than 0.9 ⋅ τy, where τy = ReH / 3 .

1.1 For transversely-framed plating, a typical ice 2. Ice loads

load distribution is shown in Fig. 15.3. Due to differ-
ences in the flexural stiffness of frames and shell plat-
ing, maximum pressures (pmax) occur at the frames
and minimum pressures occur between frames.
pmax
2.1 An ice-strengthened ship is assumed to oper-
ate in open sea conditions corresponding to a level ice
thickness not exceeding h0. The design ice load height,
h, of the area actually under ice pressure is, however,
assumed to be less than h0. The values for h0 and h are

given in Table 15.4.

p

Table 15.4 Ice thickness h0 and design ice load

pmin

0,75 · p = p1 height h

Fig. 15.3 Ice load distribution Ice class

h0 [m] h [m]
Due to the finite height of the design ice load, h (see notation
Table 15.4), the ice load distribution shown in Fig. 15.3
E, E1 0,4 0,22
is not applicable for longitudinally-framed plating.
E2 0,6 0,25
The formulae for determining the scantlings used in
this Section are based on the following design loads: E3 0,8 0,30
for frames and longitudinally-framed shell plating: E4 1,0 0,35

1
p = (pmax + p min ) [N / mm 2 ] 2.2 The design ice pressure is to be determined
2 according to the following formula:
for transversely-framed shell plating:
p = cd ⋅ c1 ⋅ ca ⋅ p0 [N / mm 2 ]
p1 = 0, 75 ⋅ p [N / mm 2 ]
a ⋅ k + b
cd = max. 1,0
p = design ice pressure as per 2.2 1 000
Chapter 1 Section 15 B Strengthening for Navigation in Ice I - Part 6
Page 15–6 GL 2012

D⋅P 3. Thickness of shell plating in the ice belt

k =
1 000 3.1 The thickness of the shell plating is to be
determined according to the following formulae:
Pmax = 740 kW for the ice class notation E
– transverse framing:
a, b = coefficients in accordance with Table 15.5
f1 ⋅ p1
t = 667 a + tc [mm]
R eH
Table 15.5 Coefficients a and b
– longitudinal framing:
Region Bow Midbody and Stern
p
k ≤ 12 > 12 ≤ 12 > 12 t = 667 a + tc [mm]
f 2 ⋅ R eH
a 30 6 8 2
b 230 518 214 286 p, p1 = see 1.1 and 2.2

4, 2
D = see A.2.4 f1 = 1,3 −
P = total maximum output the propulsion ma-
(1,8 + h a)
2

chinery can continuously deliver to the pro- f1max = 1,0

peller(s)[kW], see also A.3.1
0, 4
c1 = coefficient in accordance with Table 15.6 f 2 = 0,6 + , where h a ≤ 1
ha
0, 6 0, 4 h
ca = max. 1,0, min. 0,35 = 1, 4 − , where 1 < h a ≤ 1,8
a a

= effective length [m] according to Table 15.7 tc = allowance for abrasion and corrosion [mm].
a
Usually tc amounts to 2 mm. If a special
p0 = 5,6 [N/mm2] (nominal ice pressure) coating is applied and maintained, which
by experience is shown to be capable of
withstanding the abrasion of ice, the al-
Table 15.6 Coefficient c1 lowance may be reduced to 1 mm.

Region 3.2 Where the draught is smaller than 1,5 m, e.g. in

Ice class the ballast condition, or where the distance between the
notation Bow Midbody Stern lower edge of the ice belt and the keel plate is smaller
than 1,5 m, the thickness of the bottom plating in way
E 0,3 –– –– of the bow region ice belt is not to be less than re-
E1 1,0 0,50 0,25 quired for the ice belt. In the same area, the thickness
of the plate floors is to be increased by 10 percent.
E2 1,0 0,70 0,45
3.3 Side scuttles are not to be situated in the ice
E3 1,0 0,85 0,65
belt. If the weather deck in any part of the ship is situ-
E4 1,0 1,0 0,75 ated below the upper limit of the ice belt, see A.4.1.2
(e.g. in way of the well of a raised quarter decker), the
bulwark is to have at least the same strength as is re-
quired for the shell in the ice belt. Special consideration
Table 15.7 Effective length a has to be given to the design of the freeing ports.

Type of 3.4 For ships with the ice class notation E4, the
Structure a forefoot region according to A.4.1.1.4 shall have at
framing
least the thickness of the midbody region.
transverse frame spacing
Shell 3.5 For ships with the ice class notation E3 or
longitudinal 1,7 × frame spacing E4, and with a speed v0 ≥ 18 kn, the upper bow ice
transverse frame spacing belt region according to A.4.1.1.5 shall have at least
Frames the thickness of the midbody region.
longitudinal span of frame
A similar strengthening of the bow region is also ad-
Ice stringer span of stringer visable for a ship with a lower service speed when it is
evident that the ship will have a high bow wave, e.g.
Web frame 2 × web frame spacing on the basis of model tests.
I - Part 6 Section 15 B Strengthening for Navigation in Ice Chapter 1
GL 2012 Page 15–7

4. Frames, ice stringers, web frames 4.1.3 For transverse framing above UIWL and
below LIWL, as well as longitudinal framing below
4.1 General LIWL, the vertical extension of the ice-strengthened
framing bE is to be determined according to Table 15.8.
4.1.1 Within the ice-strengthened area, all frames
are to be effectively attached to the supporting struc- Where the vertical extension of ice-strengthened trans-
tures. Longitudinal frames are generally to be attached verse framing bE would extend beyond a deck or a tank
to supporting web frames and bulkheads by brackets. top (or tank bottom) by not more than 250 mm, it may
Brackets may be omitted with an appropriate increase be terminated at that deck or tank top (or tank bottom).
in the section modulus of the frame (see 4.3.1) and
with the addition of heel stiffeners (heel stiffeners may Table 15.8 Vertical extension bE of ice-strength-
be omitted on the basis of direct calculations, subject ened framing
to approval by GL). Brackets and heel stiffeners are to
have at least the same thickness as the web plate of the
bE
frame and the free edge has to be appropriately stiff-
ened against buckling. When a transverse frame ter- Ice class Above Below
Hull region
minates at a stringer or deck, a bracket or similar con- notation UIWL LIWL
struction is to be fitted. When a frame is running [m] [m]
through the supporting structure, both sides of the web
are to be connected to the structure by direct welding, Down to double
collar plate or lug. Bow bottom or below
top of floors
4.1.2 For the ice class notation E4, for the ice class 1,2
notation E3 within the bow and midbody regions, and Midbody 2,0
E4
for the ice class notations E2 and E1 within the bow Stern 1,6
region, the following applies:
Upper bow Up to
4.1.2.1 Frames which are unsymmetrical, or having top of
webs which are not perpendicular to the shell plating, ice belt1 ice belt
or having an unsupported span greater than 4,0 m,
are to be supported against tripping by brackets, inter- Bow 1,6
costal plates, stringers or similar at a distance not
Midbody 1,0 1,3
exceeding 1300 mm.
E3, E2, Stern 1,0
4.1.2.2 The frames are to be attached to the shell by E1
double continuous welds. No scalloping is allowed Up to
Upper bow
except when crossing shell plate butt welds. top of
ice belt1 ice belt
4.1.2.3 The web thickness of the frames is not to be
less than the greater of the following values: E 1,0 1,0
1
tw1 = h w R eH / C [mm] If required according to A.4.1.1.5

where hw = web height [mm]

4.2 Transverse frames
C = 805 for profiles
4.2.1 The section modulus of a main, 'tweendeck or
C = 282 for flat bars intermediate transverse frame is to be determined
tw2 = 25·a for transverse frames [mm] according to the following formula:
tw3 = half the thickness of the shell plating t [mm] p ⋅ a ⋅ h ⋅
W = ⋅ 106 [cm3 ]
tw4 = 9 mm m t ⋅ R eH
For the purpose of calculating the web thickness of 7 ⋅ m0
frames, the yield strength ReH of the plating is not be mt =
h
taken greater than that of the framing. The minimum 7−5
web thickness of 9 mm is independent of the yield
strength ReH. m0 = coefficient according to Table 15.9
4.1.2.4 Where there is a deck, tank top (or tank bot- The boundary conditions referred to in Table 15.9 are
tom), bulkhead, web frame or stringer in lieu of a frame, those for the intermediate frames. Other boundary
its plate thickness is to be in accordance with .3 above, to conditions for main frames and 'tweendeck frames are
a depth corresponding to the height of adjacent frames. assumed to be covered by interaction between the
In the calculation of tw1, hw is to be taken as the height frames. This influence is included in the m0 values.
of adjacent frames and C is to be taken as 805. The load centre of the ice load is taken at /2.
Chapter 1 Section 15 B Strengthening for Navigation in Ice I - Part 6
Page 15–8 GL 2012

Table 15.9 Boundary conditions for transverse 4.2.3 Lower end of transverse framing
frames
4.2.3.1 The lower end of the ice-strengthened part of
all frames is to be attached to a deck, inner bottom,
Boundary
condition m0 Example tanktop (or tank bottom) or ice stringer as per 4.4.

4.2.3.2 Where an intermediate frame terminates

below a deck, tanktop (or tank bottom) or ice stringer
Frames in a bulk carrier which is situated at or below the lower limit of the ice
7
h

with top wing tanks
Frames extending from
6 the tank top to a single
h
belt (see A.4.1.2), its lower end may be connected to
the adjacent main or 'tweendeck frames by a horizon-
tal member of the same scantlings as the main and
'tweendeck frames, respectively.
4.3 Longitudinal frames

deck
4.3.1 The section modulus and the shear area of
longitudinal frames with all end conditions are to be
determined according to the following formulae:
Continuous frames be-
5,7 tween several decks or section modulus:
h

stringers
2
f4 ⋅ p ⋅ h ⋅
W= ⋅ 106 [cm3 ]
m ⋅ R eH

Frames extending be- effective shear area:

5
tween two decks only
h

3 ⋅ f 4 ⋅ f5 ⋅ p ⋅ h ⋅
A= ⋅ 104 [cm 2 ]
2 ⋅ R eH

The effective shear area of a main, 'tweendeck or The shear area of brackets is not to be taken into ac-
intermediate transverse frame is to be determined count when calculating the effective shear area of the
according to the following formula: frames.

f4 = factor which accounts for the distribution of

3 ⋅ f3 ⋅ p ⋅ h ⋅ a load to adjacent frames
A= ⋅ 104 2
[cm ]
2 ⋅ R eH
= 1 – 0,2 h/a

f3 = a factor which takes into account the maxi- f5 = factor which takes into account the maximum
mum shear force versus the load location and shear force versus load location and the shear
shear stress distribution; to be taken as 1,2. stress distribution; to be taken as 2,16.

Where less than 15 % of the frame span, , is situated
within the ice-strengthened zone for frames as defined
in 4.1.3, ordinary frame scantlings may be used.
4.2.2 Upper end of transverse framing
m = boundary condition factor
= 13,3 for a continuous beam with double end
brackets
= 11,0 for a continuous beam without double
end brackets

4.2.2.1 The upper end of the ice-strengthened part of
all frames is to be attached to a deck, tanktop (or tank
bottom) or an ice stringer as per 4.4.
4.2.2.2 Where a frame terminates above a deck or
stringer, which is situated at or above the upper limit
of the ice belt (see A.4.1.2), the part above the deck or
stringer need not be ice-strengthened. In such cases,
the upper part of the intermediate frames may be con-
nected to the adjacent main or 'tweendeck frames by a
horizontal member of the same scantlings as the main
and 'tweendeck frames, respectively.
Where the boundary conditions are consid-
erably different from those of a continuous
beam, e.g. in an end field, a smaller factor m
may be determined
4.4 Ice stringers
4.4.1 Ice stringers within the ice belt
The section modulus and the shear area of a stringer
situated within the ice belt are to be determined ac-
cording to the following formulae:
I - Part 6 Section 15 B Strengthening for Navigation in Ice Chapter 1
GL 2012 Page 15–9

section modulus: the product p ⋅ h may be taken less than 0,15 but in no
2
case less than 0,10.
f6 ⋅ f7 ⋅ p ⋅ h ⋅
W= ⋅ 106 [cm3 ]
m ⋅ R eH 4.4.3.2 When designing weatherdeck hatchcovers
and their fittings, the deflection of the ship's sides due
effective shear area: to ice pressure in way of very long hatch openings
(greater than B/2) is to be considered.
3 ⋅ f 6 ⋅ f 7 ⋅ f8 ⋅ p ⋅ h ⋅
A= ⋅104 [cm 2 ] 4.5 Web frames
2 ⋅ R eH

p ⋅ h is not to be taken less than 0,15. 4.5.1 The ice load transferred to a web frame from
a stringer or from longitudinal framing is to be calcu-
m = see 4.3 lated according to the following formula:
f6 = factor which accounts for the distribution of
load to the transverse frames; to be taken as P = f12 ⋅ p ⋅ h ⋅ e ⋅103 [kN]
0,9
p ⋅ h is not to be taken less than 0,15.
f7 = safety factor of stringers; to be taken as 1,8
e = web frame spacing [m]
f8 = factor which takes into account the maximum
shear force versus load location and the shear f12 = safety factor of web frame; to be taken as 1,8
stress distribution; to be taken as 1,2.
In case the supported stringer is outside the ice belt,
4.4.2 Ice stringers outside the ice belt the load P may be multiplied by
The section modulus and the shear area of a stringer ⎛ hs ⎞
situated outside the ice belt, but supporting frames ⎜1 − ⎟
subjected to ice pressure, are to be calculated accord- ⎝ s ⎠
ing to the following formulae:
section modulus: where hs and s shall be taken as defined in 4.4.2.
2
f9 ⋅ f10 ⋅ p ⋅ h ⋅ ⎛ h ⎞ 4.5.2 Shear area and section modulus
W= ⋅ ⎜1 − s ⎟ ⋅106 [cm3 ]
m ⋅ R eH ⎝ s ⎠
The shear area and section modulus of web frames are
to be calculated according to the following formulae:
effective shear area:
effective shear area:
3 ⋅ f9 ⋅ f10 ⋅ f11 ⋅ p ⋅ h ⋅ ⎛ h s ⎞ 4 2
A= ⋅ ⎜1 − ⎟ ⋅10 [cm ]
2 ⋅ R eH ⎝ ⎠ 3 ⋅ α ⋅ f13 ⋅ Q
s
A= ⋅10 [cm 2 ]
R eH
p ⋅ h is not to be taken less than 0,15.
f9 = factor which accounts for the distribution of Q = maximum calculated shear force under the ice
load to the transverse frames; to be taken as load P given in .1; to be taken as Q = P [kN]
0,80 α = see Table 15.10
f10 = safety factor of stringers; to be taken as 1,8 f13 = factor which takes into account the shear
f11 = factor which takes into account the maximum force distribution; to be taken as 1,1.
shear force versus load location and the shear section modulus:
stress distribution; to be taken as 1,2.
m = see 4.3 M 1
W = ⋅ 103 [cm3 ]
R eH 2
hs = distance of the stringer to the ice belt [m] ⎡ A ⎤
1 − ⎢γ ⎥
s = distance of the stringer to the adjacent ice ⎣ Aa ⎦
stringer, deck or similar structure [m]
M = maximum calculated bending moment under
4.4.3 Deck strips the ice load P given in .1; to be taken as M =
0,193·P· [kNm]
4.4.3.1 Narrow deck strips abreast of hatches and
serving as ice stringers are to comply with the section Aa = actual shear area, Aa = Af + Aw
modulus and shear area requirements in 4.4.1 and
4.4.2, respectively. In the case of very long hatches, γ = see Table 15.10
Chapter 1 Section 15 B Strengthening for Navigation in Ice I - Part 6
Page 15–10 GL 2012

Table 15.10 Coefficient α and γ for the calculation of required shear area and section modulus

Af
0,00 0,20 0,40 0,60 0,80 1,00 1,20 1,40 1,60 1,80 2,00
Aw

α 1,50 1,23 1,16 1,11 1,09 1,07 1,06 1,05 1,05 1,04 1,04

γ 0,00 0,44 0,62 0,71 0,76 0,80 0,83 0,85 0,87 0,88 0,89

Af = actual cross sectional area of free flange

Aw = actual effective cross sectional area of web plate

5. Stem 6. Stern

5.1 The stem is to be made of rolled, cast or 6.1 Propulsion arrangements with azimuthing
forged steel, or of shaped steel plates (see Fig. 15.4). thrusters or "podded" propellers, which provide an
improved manoeuvrability, result in increased ice
loading of the stern region.

Due consideration is to be given to this increased ice

loading in the design and dimensioning of the stern
region and aft structure.

6.2 In order to avoid very high loads on propeller

blade tips, the minimum distance between propeller(s)
and hull (including stern frame) should not be less
than h0 (see 2.1).

6.3 On twin and triple screw ships, the ice-

strengthening of the shell and framing shall be ex-
tended to the double bottom to an extent of 1,5 m
Fig. 15.4 Stem forward and aft of the side propellers.

5.2 The plate thickness of a shaped plate stem 6.4 Shafting and stern tubes of side propellers are
and, in the case of a blunt bow, any part of the shell generally to be enclosed within plated bossings. If
where α ≥ 30° and ψ ≥ 75° (see A.3.3 for definitions), detached struts are used, their design, strength and
is to be calculated according to the formulae in 3.1 attachment to the hull are to be duly considered.
observing that:
7. Rudder and steering gear
p1 = p

a = smaller of the two unsupported widths of the
plate panel [m]
= spacing of vertical supporting elements [m]
a
(see also Table 15.7)
5.3 The stem, and the part of a blunt bow defined
in 5.2 (if applicable), are to be supported by floors or
brackets spaced not more than 0,6 m apart and having
a thickness of at least half the plate thickness accord-
ing to 5.2. The reinforcement of the stem shall extend
from the keel to a point 0,75 m above UIWL or, in
case an upper bow ice belt is required (see also
A.4.1.1), to the upper limit of the upper bow ice belt
region.
7.1 When calculating the rudder force and tor-
sional moment according to Section 14, B.1. the ship's
speed v0 is not to be taken less than that given in Ta-
ble 15.11.
All scantlings dimensioned according to the rudder
force and the torsional moment respectively (rudder
stock, rudder coupling, rudder horn etc.) as well as the
capacity of the steering gear are to be increased ac-
cordingly where the speed stated in Table 15.11 ex-
ceeds the ship's service speed.
Independent of rudder profile the coefficient κ2 ac-
cording to Section 14, B.1.1 need not be taken greater
than κ2 = 1,1 in connection with the speed values
given in Table 15.11.
I - Part 6 Section 15 B Strengthening for Navigation in Ice Chapter 1
GL 2012 Page 15–11

Table 15.11 Minimum speed for the dimensioning able arrangements such as rudder stoppers or locking
of rudder devices (see Section 14, G.2.) are to be installed to
absorb these loads.
v0
Ice class notation
[kn] Note
E1 14 For ships sailing in low temperature areas, small gaps
E2 16 between the rudder and ship's hull may cause the rudder
E3 18 to become fixed to the hull through freezing. It is there-
fore recommended to avoid gaps less than 1/20 of the
E4 20 rudder body width or 50 mm, whichever is less, or to
install suitable means such as heating arrangements.
The factor κ3 according to Section 14, B.1.1 need not
be taken greater than 1,0 for rudders situated behind a
nozzle. 8. Lateral thruster grids

7.2 The local scantlings of rudders are to be de-
termined assuming that the whole rudder belongs to
the ice belt (as per A.4.1). Further, the rudder plating
and frames are to be designed using the ice pressure p
for the plating and framing in the midbody region (see
2.2). The thickness of webs shall not be less than half
the rudder plating thickness.
7.3 For the ice class notations E3 and E4, the
rudder stock and the upper edge of the rudder are to be
protected from direct contact with intact ice by an ice
knife that extends below the LIWL, if practicable (or
equivalent means). Special consideration shall be
given to the design of the rudder and the ice knife for
vessels with a flap-type rudder.
7.4 For ships with the ice class notations E3 and
E4, due regard is to be paid to the excessive loads aris-
ing when the rudder is forced out of the midship posi-
tion while going astern in ice or into an ice ridge. Suit-
8.1 The following requirements apply in case ice-
strengthening of lateral thruster grids is required (see GL
Rules for Machinery Installations (I-1-2), Section 13, C.).
In general, lateral thruster tunnels are to be located
outside the icebelt defined in A.4.1 by the bow, mid-
body, and stern regions, as well as the forefoot region
for ice class notation E4. Grids installed at the inlets of
such tunnels may be subjected to loads arising from
broken ice and are to be designed according to .2 and
.3 below.
Any portion of the grid located within the icebelt may
be subjected to loads arising from intact ice and is to
be specially considered.
8.2 For a grid of standard construction, inter-
costal bars are to be fitted perpendicular to continuous
bars (see Fig. 15.5). Continuous and intercostal bars
are to be evenly spaced not more than sc, max = si, max =
500 mm (minimum 2 × 2 bars).

Continuous Bars

Intercostal Bars

Buttock Lines

si
sc

Fig. 15.5 Standard construction of lateral thruster grid

Chapter 1 Section 15 C Strengthening for Navigation in Ice I - Part 6
Page 15–12 GL 2012

The grid is not to protrude outside the surface of the C. Requirements for the Notation E
hull and it is recommended to align continuous bars
with the buttock lines at the leading edge of the 1. Shell plating within the ice belt
thruster tunnel (see Fig. 15.5).
1.1 Within the ice belt the shell plating shall have a
Grids of non-standard construction are to have an strengthened strake extending over the bow region the
equivalent strength to that of the standard configura- thickness of which is to be determined according to B.3.
tion described in .3.
1.2 The midship thickness of the side shell plat-
8.3 The section modulus of continuous bars, Wc, ing is to be maintained forward of amidships up to the
is not to be less than strengthened plating.

sc ⋅ D2 2. Frames
Wc = ⋅ (1 − κ) ⋅ 10 −4 , min . 35 [cm3 ]
4 ⋅ R eH
2.1 In the bow region the section modulus of the
frames is to comply with the requirements given in B.4.
where
sc = spacing of continuous bars [mm] 2.2 Tripping brackets spaced not more than 1,3 m
apart are to be fitted within the ice belt in line with the
D = diameter of thruster tunnel [mm] tiers of beams and stringers required in Section 9, A.5.
in order to prevent tripping of the frames. The tripping
Ii s c brackets are to be extended over the bow region.
κ = 0, 4 ⋅ ⋅ , max . 0,5
Ic si
3. Stem
where The thickness of welded plate stems up to 600 mm
Ii/Ic = ratio of moments of inertia of intercostal and above UIWL is to be 1,1 times the thickness required
continuous bars according to Section 13, B.2., however, need not ex-
ceed 25 mm. The thickness above a point 600 mm
sc/si = ratio of spacings of continuous and intercos- above the UIWL may be gradually reduced to the
tal bars thickness required according to Section 13, B.2.
I - Part 6 Section 16 A Superstructures and Deckhouses
GL 2012
Section 16
Superstructures and Deckhouses
A. General
1. Definitions
1.1 A superstructure is a decked structure on the
freeboard deck extending from side to side of the ship
or with the side plating not being inboard of the shell
plating more than 0,04 B.
1.2 A deckhouse is a decked structure above the
strength deck the side plating being inboard of the
shell plating more than 0,04 B.
1.3 A long deckhouse is a deckhouse the length
of which within 0,4 L amidships exceeds 0,2 L or
12 m, where the greater value is decisive. The strength
of a long deckhouse is to be specially considered.
1.4 A short deckhouse is a deckhouse not cov-
ered by the definition given in 1.3.
1.5 Superstructures extending into the range of
0,4 L amidships and the length of which exceeds
0,15 L are defined as effective superstructures. Their
side plating is to be treated as shell plating and their
deck as strength deck (see Sections 6 and 7).
1.6 All superstructures being located beyond
0,4 L amidships or having a length of less than 0,15 L
or less than 12 metres are, for the purpose of this Sec-
tion, considered as non-effective superstructures.
1.7 For deckhouses of aluminium, Section 2, D.
is to be observed. For the use of non-magnetic mate-
rial in way of the wheel house see Section 14, A.1.5.
1.8 Scantlings of insulated funnels are to be de-
termined as for deckhouses.
1.9 Throughout this Section the following defini-
tions apply:
k = material factor according to Section 2, B.2.
ps = load according to Section 4, B.2.1
pe = load according to Section 4, B.2.2
pD = load according to Section 4, B.1.
pDA = load according to Section 4, B.5.
pL = load according to Section 4, C.1.
tK = corrosion addition according to Section 3, J.
Chapter 1
Page 16–1
2. Arrangement of superstructure
2.1 According to ICLL, Regulation 39, a mini-
mum bow height is required at the forward perpendicu-
lar, which may be obtained by sheer extending for at
least 0,15 Lc, measured from the forward perpendicu-
lar, or by fitting a forecastle extending from the stem to
a point at least 0,07 Lc abaft the forward perpendicular.
2.2 The forecastle length may not exceed 0,3 to
0,4 times the rule length L.
2.3 Due to their location at the forward end of the
ship, deckhouses are to be reduced to essentials, and
special care is to be taken to ensure that their scantlings
and connections are sufficient to withstand wave loads.
3. Strengthenings at the ends of superstructures
3.1 At the ends of superstructures one or both
end bulkheads of which are located within 0,4 L amid-
ships, the thickness of the sheer strake, the strength
deck in a breadth of 0,1 B from the shell, as well as
the thickness of the superstructure side plating are to
be strengthened as specified in Table 16.1. The
strengthenings shall extend over a region from 4 frame
spacings abaft the end bulkhead to 4 frame spacings
forward of the end bulkhead.
Table 16.1 Strengthening [%] at the ends of super-
structures
Type of strength deck side plating of
superstructure and sheer strake superstructure
effective 30 20
according 1.5
non-effective 20 10
according 1.6
3.2 Under strength decks in way of 0,6 L amid-
ships, girders are to be fitted in alignment with longi-
tudinal walls, which are to extend at least over three
frame spacings beyond the end points of the longitu-
dinal walls. The girders are to overlap with the longi-
tudinal walls by at least two frame spacings.
4. Transverse structure of superstructures
and deckhouses
The transverse structure of superstructures and deck-
houses is to be sufficiently dimensioned by a suitable
arrangement of end bulkheads, web frames, steel walls
of cabins and casings, or by other measures.
Chapter 1 Section 16 B Superstructures and Deckhouses I - Part 6
Page 16–2 GL 2012

5. Openings in closed superstructures B. Side Plating and Decks of Non-Effective

Superstructures
5.1 All access openings in end bulkheads of closed
superstructures shall be fitted with weather tight doors
1. Side plating
permanently attached to the bulkhead, having the same
strength as the bulkhead. The doors shall be so arranged
that they can be operated from both sides of the bulk- 1.1 The thickness of the side plating above the
head. The coaming heights of the access opening above strength deck is not to be less than the greater of the
the deck are to be determined according to ICLL. following values:

5.2 Any opening in a superstructure deck or in a t = 1, 21 ⋅ a p ⋅ k + tK [mm]

deckhouse deck directly above the freeboard deck or
(deckhouse surrounding companionways), is to be t = 0,8 ⋅ t min [mm]
protected by efficient weather tight closures.
p = ps or pe, as the case may be
5.3 Weathertight doors in Load Line Position 1
and 2 according to ICLL shall be generally equivalent tmin = see Section 6, B.3.1
to the international standard ISO 6042.
1.2 The thickness of the side plating of upper tier
6. Recommendations regarding deckhouse superstructures may be reduced if the stress level
vibration permits such reduction.
6.1 The natural frequencies of the basic global
deckhouse vibration modes (longitudinal, transverse, 2. Deck plating
torsional) should not coincide with major excitation
frequencies at the nominal revolution rate of the pro- 2.1 The thickness of deck plating is not to be less
pulsion plant. This should be verified during the de- than the greater of the following values:
sign stage by a global vibration analysis.
t = C ⋅ a p ⋅ k + tK [mm]
6.2 The natural frequencies of local deck panel
structure components (plates, stiffeners, deck frames, = ( 5,5 + 0, 02 L ) ⋅ k [mm]
longitudinal girders, deck grillages) should not coincide
with major excitation frequencies at the nominal revolu- p = pDA or pL, the greater value is to be taken.
tion rate of the propulsion plant. This should be verified
during the design stage by a local vibration analysis 1. C = 1, 21, if p = p DA
6.3 It is recommended to design the local deck = 1,10, if p = pL
structures in such a way that their natural frequencies
exceed twice propeller blade rate, and in case of rigidly L need not be taken greater than 200 m.
mounted engines ignition frequency, by at least 20 %.
This recommendation is based on the assumption of a 2.2 Where additional superstructures are arranged
propeller with normal cavitation behaviour, i.e. sig- on non-effective superstructures located on the strength
nificant decrease of pressure pulses with increasing deck, the thickness required by 2.1 may be reduced by
blade harmonic shall be ensured. 10 per cent.
6.4 Cantilever navigation bridge wings should be
2.3 Where plated decks are protected by sheath-
supported by pillars or brackets extending from the outer
ing, the thickness of the deck plating according to 2.1
wing edge to at least the deck level below. If this is not
and 2.2 may be reduced by tK, however, it is not to be
possible, the attachment points of the pillars/ brackets at
the deckhouse structure have to be properly supported. less than 5 mm.

6.5 The base points of the main mast located on
the compass deck should be preferably supported by
walls or pillars. The natural frequencies of the basic
main mast vibration modes (longitudinal, transverse,
torsional) should not coincide with major excitation
frequencies at the nominal revolution rate of the pro-
pulsion plant.This should be verified during the design
stage by a mast vibration analysis.
1 The natural frequencies of plate fields and stiffeners can be
estimated by POSEIDON or by means of the software tool
GL LocVibs which can be downloaded from the GL homepage
www.gl-group.com/gl-locvibs.
Where a sheathing other than wood is used, attention is
to be paid that the sheathing does not affect the steel.
The sheathing is to be effectively fitted to the deck.
3. Deck beams, supporting deck structure,
frames
3.1 The scantlings of the deck beams and the
supporting deck structure are to be determined in
accordance with Section 10.
3.2 The scantlings of superstructure frames are
given in Section 9, A.3.
I - Part 6 Section 16 C Superstructures and Deckhouses Chapter 1
GL 2012 Page 16–3

C. Superstructure End Bulkheads and Deck- 2

⎛x ⎞
house Walls ⎜ L − 0, 45 ⎟ x
b = 1, 0 + ⎜ ⎟ for < 0, 45
1. General ⎜⎜ CB + 0, 2 ⎟⎟ L
⎝ ⎠
The following requirements apply to superstructure 2
end bulkheads and deckhouse walls forming the only ⎛x ⎞
protection for openings as per Regulation 18 of ICLL ⎜ L − 0, 45 ⎟ x
= 1, 0 + 1,5 ⎜ ⎟ for ≥ 0, 45
and for accommodations. These requirements also ap- ⎜⎜ C B + 0, 2 ⎟⎟ L
ply to breakwaters, see also F. ⎝ ⎠

2. Definitions 2
⎛x ⎞
The design load for determining the scantlings is: ⎜ L − 0, 45 ⎟
= 1, 0 + 2, 75 ⎜ ⎟
⎜⎜ C B + 0, 2 ⎟⎟
pA = n ⋅ c ( b ⋅ cL ⋅ co − z ) [kN / m 2 ] ⎝ ⎠

cL and co see Section 4, A.2.2 x

for breakwaters forward of ≥ 0,85
hN = standard superstructure height L

= 1, 05 + 0, 01 L [m], 1,8 ≤ h N ≤ 2,3 0,60 ≤ CB ≤ 0,80; when determining scantlings of

L CB need not be taken less than
n = 20 +
12
for the lowest tier of unprotected fronts. The
lowest tier is normally that tier which is di-
rectly situated above the uppermost continu-
ous deck to which the Rule depth H is to be
measured. However, where the actual dis-
tance H – T exceeds the minimum non-
corrected tabular freeboard according to
ICLL by at least one standard superstructure
height hN, this tier may be defined as the 2nd
tier and the tier above as the 3rd tier.
L the middle of the plate field
= 10 +
12
for 2nd tier unprotected fronts
aft ends forward of amidships,
0,8.
x = distance [m] between the bulkhead consid-
ered or the breakwater and the aft end of the
length L. When determining sides of a deck-
house, the deckhouse is to be subdivided into
parts of approximately equal length, not ex-
ceeding 0,15 L each, and x is to be taken as
the distance between aft end of the length L
and the centre of each part considered.
z = vertical distance [m] from the summer load
line to the midpoint of stiffener span, or to
b'
c = 0,3 + 0, 7
B'

L For exposed parts of machinery casings and breakwa-

= 5+ ters, c is not to be taken less than 1,0.
15
b' = breadth of deckhouse at the position consid-
for 3rd tier and tiers above of unprotected
ered
fronts, for sides and protected fronts
B' = actual maximum breadth of ship on the ex-
L x posed weather deck at the position consid-
= 7 + − 8
100 L ered.
for aft ends abaft amidships b'/B' is not to be taken less than 0,25.
L x a = spacing of stiffeners [m]
= 5 + − 4
100 L A = unsupported span [m]; for superstructure end
for aft ends forward of amidships bulkheads and deckhouse walls, A is to be
taken as the superstructure height or deck-
L house height respectively, however, not less
= 10 + than 2,0 m.
20
x The design load pA is not to be taken less than the
for breakwaters forward of ≥ 0,85 minimum values given in Table 16.2. For breakwaters,
L
the minimum design load is to be the same as for the
L need not be taken greater than 300 m. lowest tier of unprotected fronts.
Chapter 1 Section 16 E Superstructures and Deckhouses I - Part 6
Page 16–4 GL 2012

Table 16.2 Minimum design load pAmin D. Decks of Short Deckhouses

pAmin [kN/m2] for 1. Plating

The thickness of deck plating exposed to weather but
not protected by sheathing is not to be less than:
unprotected
elsewhere
L fronts t = 8 ⋅ a k + tK [mm]
For weather decks protected by sheathing and for
lowest higher tier decks within deckhouses the thickness may be reduced
≥ 4th tier by tK.
tier tiers ≤ 3rd
In no case the thickness is to be less than the minimum
≤ 50 30 15 thickness tmin = 5,0 mm.

2. Deck beams
> 50 12,5 12,5
L L The deck beams and the supporting deck structure are
25 + 12,5 + to be determined according to Section 10.
10 20
≤ 250

E. Elastic Mounting of Deckhouses

3. Scantlings
1. General
3.1 Stiffeners
1.1 The elastic mountings are to be type ap-
The section modulus of the stiffeners is to be deter- proved by GL. The stresses acting in the mountings
mined according to the following formula: which have been determined by calculation are to be
proved by means of prototype testing on testing ma-
W = 0,35 ⋅ a ⋅ A 2 ⋅ p A ⋅ k ⋅ cSO [cm3 ] chines. Determination of the grade of insulation for
transmission of vibrations between hull and deck-
cSO = 1,5 in general houses is not part of this type approval.
These requirements assume the webs of lowest tier 1.2 The height of the mounting system is to be
stiffeners to be effectively welded to the decks. Scant- such that the space between deck and deckhouse bot-
lings for other types of end connections may be spe- tom remains accessible for repair, maintenance and
cially considered. inspection purposes. The height of this space shall
The section modulus of house side stiffeners needs not normally not be less than 600 mm.
to be greater than that of side frames on the deck situ-
ated directly below; taking account of spacing a and 1.3 For the fixed part of the deckhouse on the
unsupported span A. weather deck, a coaming height of 380 mm is to be
observed, as required by ICLL for coamings of doors
3.2 Plate thickness in superstructures which do not have access openings
to under deck spaces.
The thickness of the plating is to be determined ac-
cording to the following formula: 1.4 For pipelines, see the GL Rules for Machinery
Installations (I-1-2), Section 11.
t = 0,9 ⋅ a p A ⋅ k + t K + t O [mm]
1.5 Electric cables are to be fitted in bends in order
⎛ L ⎞ to facilitate the movement. The minimum bending radius
t min = ⎜ 5, 0 + ⎟ k + tO [mm] prescribed for the respective cable is to be observed.
⎝ 100 ⎠
Cable glands are to be watertight. For further details,
tO = 1,0 in general see the GL Rules for Electrical Installations (I-1-3).

for the lowest tier and for breakwaters 1.6 The following scantling requirements for
rails, mountings, securing devices, stoppers and sub-
structures in the hull and the deckhouse bottom apply
⎛ L ⎞ to ships in unrestricted service. For special ships and
t min = ⎜ 4, 0 + ⎟ k + tO [mm]
⎝ 100 ⎠ for ships intended to operate in restricted service
ranges requirements differing from those given below
for the upper tiers, however, not less than 6,0 mm. may be applied.
I - Part 6 Section 16 E Superstructures and Deckhouses Chapter 1
GL 2012 Page 16–5

2. Design loads Pwa = pwa ⋅ Af [kN]

For scantling purposes the following design loads
apply: Af = loaded part of deckhouse front wall [m2]

2.1 Weight 2.2.2 The design wind load acting on the front wall
and on the side walls is:
2.1.1 The weight induced loads result from the Pwi = A D ⋅ p wi [kN]
weight of the fully equipped deckhouse, considering
also the acceleration due to gravity and the accelera-
tion due to the ship's movement in the seaway. The AD = area of wall [m2]
weight induced loads are to be assumed to act in the pwi = 1,0 [kN/m2]
centre of gravity of the deckhouse.
The individual dimensionless accelerations az (verti- 2.3 Load on the deckhouse bottom
cally), ay (transversely) and ax (longitudinally) and the
The load on the deckhouse bottom is governed by the
dimensionless resultant acceleration aß, are to be de-
load acting on the particular deck on which the deck-
termined according to Section 4, E. for k = 1,0 and house is located. Additionally, the support forces
f = 1,0. resulting from the loads specified in 2.1 and 2.2 are to
Due to the resultant acceleration aß the following load be taken into account.
is acting:
2.4 Load on deck beams and girders
P = G ⋅ a ß ⋅ g [kN]
For designing the deck beams and girders of the deck
G = mass of the fully equipped deckhouse [t] on which the deckhouse is located the following loads
are to be taken:
g = 9,81 [m/s2]
– below the deckhouse: load pu according to the
2.1.2 The support forces in the vertical and hori- pressure head due to the distance between the
zontal directions are to be determined for the various supporting deck and the deckhouse bottom
angles ß. The scantlings are to be determined for the [kN/m2]
respective maximum values (see also Fig. 16.1).
– outside the deckhouse: load pD
Az, Bz, Ay, By – bearing forces in accordance with the load as-
sumptions 2.1 and 2.2
Bz
3. Load cases
By
3.1 For design purposes the following load cases
Ay are to be investigated separately (see also Fig. 16.2):

Az C. L.
b
Py Px pwa
Fig. 16.1 Support forces pwi
Pz Pz
2.2 Water pressure and wind pressure Ay By 0,5 · pA

2.2.1 The water load due to the wash of the sea is Az Bz Ax (Bx)
Az (Bz)
assumed to be acting on the front wall in the longitu-
dinal direction only. The design load is: Fig. 16.2 Design loads due to wind and water
pressure
p wa = 0,5 ⋅ pA [kN / m 2 ]

pA = see C.2. 3.2 Service load cases

The water pressure is not to be less than: Forces due to external loads:
pwa = 25 [kN/m2] at the lower edge of the 3.2.1 Transverse direction (z-y-plane)
front wall
= 0 at the level of the first Py1 = G ⋅ a ß( y ) ⋅ g + Pwi [kN]
tier above the deck-
house bottom acting in transverse direction
Chapter 1 Section 16 E Superstructures and Deckhouses I - Part 6
Page 16–6 GL 2012

Pz1 = G ⋅ a ß( z ) ⋅ g [kN] 4. Scantlings of rails, mounting elements and

substructures
acting vertically to the baseline
4.1 General
Pwi = wind load as per 2.2.2
4.1.1 The scantlings of those elements are to be
aß(y) = horizontal acceleration component of aß determined in accordance with the load cases stipu-
lated under 3. The effect of deflection of main girders
aß(z) = vertical acceleration component of aß
need not be considered under the condition that the
deflection is so negligible that all elements take over
3.2.2 Longitudinal direction (z-x-plane) the loads equally.

Px1 = G ⋅ a ß( x ) ⋅ g + Pwa + Pwi [kN] 4.1.2 Strength calculations for the structural ele-
ments with information regarding acting forces are to
acting in longitudinal direction be submitted for approval.

Pz1 = G ⋅ a ß( z ) ⋅ g [kN] 4.2 Permissible stresses

4.2.1 The permissible stresses given in Table 16.3

acting vertically to the baseline are not to be exceeded in the rails and the steel struc-
tures of mounting elements and in the substructures
aß(x) = horizontal acceleration component in the (deck beams, girders of the deckhouse and the deck,
longitudinal plane on which the deckhouse is located).

3.2.3 For designing the securing devices to prevent Table 16.3 Permissible stress in the rails and the
the deckhouse from being lifted, the force (in upward steel structures at mounting elements
direction) is not to be taken less than determined from and in the substructures [N/mm2]
the following formula:

Pz min = 0,5 ⋅ g ⋅ G [kN] extra-

service load
Type of stress ordinary
cases
load cases
3.3 Extraordinary load cases
0,6 ⋅ ReH 0,75 ⋅ ReH
normal stress σn or or
3.3.1 Collision force in longitudinal direction 0,4 ⋅ Rm 0,5 ⋅ Rm

Px2 = 0,5 ⋅ g ⋅ G [kN] 0,35 ⋅ ReH 0,43 ⋅ ReH

shear stress τ or or
0,23 ⋅ Rm 0,3 ⋅ Rm
3.3.2 Forces due to static heel of 45°
equivalent stress:
Pz2 , Py2 = 0,71 ⋅ g ⋅ G [kN] 0,75 ⋅ ReH 0,9 ⋅ ReH
σv = σn2 + 3 τ2

Pz2 = force acting vertically to the baseline

Py2 = force acting in transverse direction
3.3.3 The possible consequences of a fire for the
elastic mounting of the deckhouse are to be examined
(e.g. failure of rubber elastic mounting elements, melt-
ing of glue). Even in this case, the mounting elements
between hull and deckhouse bottom shall be capable
of withstanding the horizontal force Py2 as per 3.3.2 in
transverse direction.
3.3.4 For designing of the securing devices to pre-
vent the deckhouse from being lifted, a force not less
than the buoyancy force of the deckhouse resulting
from a water level of 2 m above the freeboard deck is
to be taken.
4.2.2 The permissible stresses for designing the
elastic mounting elements of various systems will be
considered from case to case. Sufficient data are to be
submitted for approval.
4.2.3 The stresses in the securing devices to pre-
vent the deckhouse from being lifted are not to exceed
the stress values specified in 4.2.1.
4.2.4 In screwed connections, the permissible
stresses given in Table 16.4 are not to be exceeded.
4.2.5 Where turnbuckles in accordance with DIN
82008 are used for securing devices, the load per bolt
under load conditions 3.2.3 and 3.3.4 may be equal to
the proof load (2 times safe working load).
I - Part 6 Section 16 F Superstructures and Deckhouses Chapter 1
GL 2012 Page 16–7

Table 16.4 Permissible stress in screwed connec- However, IMO requirements regarding navigation
tions [N/mm2] bridge visibility are to be considered.

extra- 2.2 The breakwater has to be at least as broad as

service load the width of the area behind the breakwater, intended
Type of stress ordinary
cases for carrying deck cargo.
load cases
longitudinal tension σn 0,5 ⋅ ReH 0,8 ⋅ ReH
3. Cutouts
bearing pressure pA 1,0 ⋅ ReH 1,0 ⋅ ReH
Cutouts in the webs of primary supporting members of
equivalent stress from the breakwater are to be reduced to their necessary
longitudinal tension σn, minimum. Free edges of the cutouts are to be rein-
tension τt due to tighten- forced by stiffeners.
ing torque and shear τ, 0,6 ⋅ ReH 1,0 ⋅ ReH If cutouts in the plating are provided to reduce the load
if applicable: on the breakwater, the area of single cutouts should
(
σv = σn2 + 3 τ2 + τt2 ) not exceed 0,2 m2 and the sum of the cutout areas not
3 % of the overall area of the breakwater plating.

4. Loads
5. Corrosion addition
For the deck plating below elastically mounted deck- 4.1 The loads for dimensioning are to be taken
houses a minimum corrosion addition of tK = 3,0 mm from C.2.
applies. 4.2 For breakwaters with an inclining angle αw
of less than 90° and for whalebacks with αw > 20°
pA ⋅ sin αw is to be applied with pA according to C.2.
F. Breakwater αw is to be determined on centre line.

1. Arrangement 4.3 For whalebacks with an inclining angle αw of

If cargo is intended to be carried on deck forward of less than 20° the loads according to Section 4, B.5. are
x to be applied as for forecastle decks.
≥ 0,85, a breakwater or an equivalent protecting struc-
L 5. Plate thickness and stiffeners
ture (e.g. whaleback or turtle deck) is to be installed.
5.1 The plate thickness has to be determined
2. Dimensions of the breakwater according to C.3.2.

2.1 The recommended height of the breakwater is
hW = 0,8 (b ⋅ c L ⋅ c0 − z) [m] ,
The minimum breakwater height shall not be less than
h W min = 0, 6 (b ⋅ cL ⋅ c0 − z) [m],
but need not to be more than the maximum height of
the deck cargo stowed between the breakwater and 15
m aft of it.
z is to be the vertical distance [m] between the summer
load line and the bottom line of the breakwater.
cL and c0 see Section 4, A.2.2.
5.2 The section moduli of stiffeners are to be
calculated according to C.3.1. Stiffeners are to be
connected on both ends to the structural members
supporting them.
5.3 For whalebacks with an inclining angle αw of
less than 20° the scantlings of plates and stiffeners are to
be determined according to B.2. and B.3. respectively.
6. Primary supporting members
6.1 For primary supporting members of the struc-
ture a stress analysis has to be carried out.
The permissible equivalent stress is σv = 230/k [N/mm2].

The average height of whalebacks or turtle decks has 6.2 Sufficient supporting structures are to be pro-
to be determined analogously according to Fig. 16.3. vided.
aw 6.3 For whalebacks with an inclining angle αw of
hw less than 20° primary supporting members and sup-
porting structures are to be designed according to B.3.
z
7. Proof of buckling strength
T Structural members' buckling strength has to be
Fig. 16.3 Whaleback proved according to Section 3, F.
I - Part 6 Section 17 B Smaller Openings and Hatches
GL 2012
Section 17
Smaller Openings and Hatches
A. General
1. Smaller openings and hatches in this context
are openings and hatches designed for access to spaces
below exposed decks and are capable to be closed
weathertight or watertight, as applicable. Their opening
is normally 2,5 square meters or less.
For openings, hatches and hatchways, not mentioned
in this Section, see the GL Rules for Hull Structures
(I-1-1), Section 17.
2. The hatches are classified according to their
position as defined in Section 1, G.6.7.
3. Hatches are to have coamings, the minimum
height of which above the deck is to be as follows:
– in position 1: 600 mm
– in position 2: 450 mm
4. A deviation from the requirements under 2.
may only be granted for hatchways on exposed decks
which are closed by weathertight, self tightening steel
covers. The respective exemption, in accordance with
ICLL Regulation 14-1, has to be applied for in ad-
vance from the competent flag state authority.
Note
Special requirements of National Administrations
regarding hatchways, hatch covers, tightening and
securing arrangements are to be observed.
B. Design
1. Miscellaneous openings in exposed decks
1.1 Manholes and small flush deck hatches in
decks in pos. 1 and 2 or in open superstructures are to
be closed watertight.
1.2 If not bolted watertight, they are to be of
substantial steel construction with bayonet joints or
screws. The covers are to be hinged or to be perma-
nently attached to the deck by a chain.
1.3 Openings in freeboard decks and machinery
space openings, may only be arranged in weathertight
closed superstructures or deckhouses or in weather-
tight closed companionways of the same strength.
Chapter 1
Page 17–1
1.4 Companionways or access hatches on ex-
posed parts of freeboard decks, on decks of closed
superstructures and in special cases on the deck of
deckhouses are to be of solid construction. The height
of the doorway sills is to be 600 mm (hatches and
doors) above decks in pos. 1 and 450 mm (hatches) and
380 mm (doors) respectively above decks in pos. 2.
1.5 Unprotected doors at exposed locations on
the weather deck for cargo shall be made of steel.
When necessary the doors shall be provided with an
arrangement to protect the door against deck cargo.
1.6 The doors of the companionways are to be
capable of being operated and secured from both
sides. They are to be closed weathertight by rubber
sealings and toggles.
1.7 In addition sill heights of doors located at
exposed locations in sides and front bulkheads are to
comply with 1.4 for the next tier above pos. 2. See also
Section 21, C.
1.8 Access hatchways shall have a clear width of
at least 600 ⋅ 600 mm.
1.9 Weathertight small hatches in Load Line Po-
sition 1 and 2 according to ICLL shall be generally
equivalent to the international standard ISO 5778.
1.10 According to the IACS Unified Interpretation
SC 247 the following applies to securing devices of
emergency escape hatches:
– Securing devices shall be of a type which can be
opened from both sides.
– The maximum force needed to open the hatch
cover should not exceed 150 N.
– The use of a spring equalizing, counterbalance
or other suitable device on the ring side to
reduce the force needed for opening is accept-
able.
2. Strength and securing of small hatches on
exposed decks
2.1 General
2.1.1 For exposed decks hatches packings are to be
provided.
2.1.2 The packings are to be compressed so as to
give the necessary tightness effect for all expected
operating conditions.
Chapter 1 Section 17 B Smaller Openings and Hatches I - Part 6
Page 17–2 GL 2012

2.1.3 The strength of, and securing devices for, Table 17.1 Scantlings for small steel hatch covers
small hatches fitted on exposed decks are to comply on the fore deck
with the following requirements.
Cover Primary Secondary
2.1.4 For securing devices of emergency escape Nominal size plate stiffeners stiffeners
hatches see 1.10. Additionally the hatches are to be [mm × mm] thickness Flat bar [mm × mm];
fitted with central locking devices according to 2.3.1 [mm] number
(method C). Regulations 2.4.3 and 2.5 need not be
complied with. 630 × 630 8 –– ––
630 × 830 8 100 × 8; 1 ––
2.1.5 Securing devices of hatches designed for
emergency escape are to be of a quick-acting type 830 × 630 8 100 × 8; 1 ––
(e.g. one action wheel handles are provided as central 830 × 830 8 100 × 10; 1 ––
locking devices for latching/unlatching of hatch cover)
operable from both sides of the hatch cover. 1030 × 1030 8 120 × 12; 1 80 × 8; 2
1330 × 1330 8 150 × 12; 2 100 × 10; 2
2.2 Strength
For ships with L < 80 m the cover scantlings may be reduced by
2.2.1 For small rectangular steel hatch covers, the the factor:
plate thickness, stiffener arrangement and scantlings are 0,11 ⋅ L ≥ 0, 75
to be in accordance with Table 17.1 and Fig. 17.1. Stiff-
eners, where fitted, are to be aligned with the metal-to-
metal contact points, required in 2.4.1, see Fig. 17.1. 2.2.3 For small hatch covers of rectangular shape,
Primary stiffeners are to be continuous. All stiffeners are which are not covered by Fig.17.1, and of circular or
to be welded to the inner edge stiffener, see Fig. 17.2. similar shape, the cover plate thickness and rein-
forcement is to be specially considered.
2.2.2 The upper edge of the hatch coamings is to be
suitably reinforced by a horizontal section, normally 2.2.4 For small hatch covers constructed of materi-
not more than 170 mm to 190 mm from the upper als other than steel, the required scantlings are to pro-
edge of the coamings. vide equivalent strength.

Nominal size 630 x 630 Nominal size 630 x 830 Nominal size 830 x 630

Nominal size 830 x 830 Nominal size 1030 x 1030 Nominal size 1330 x 1330

Hinge Primary stiffener

Securing device / metal to metal contact Secondary stiffener

Fig. 17.1 Arrangement of stiffeners

I - Part 6 Section 17 B Smaller Openings and Hatches Chapter 1
GL 2012 Page 17–3

M20

1 : butterfly nut

2 : bolt
3 : pin 5 (min. 16 mm) 6
1
4 : center of pin
5 : fork (clamp) plate
6 : hatch cover
9
7 : gasket
2
7
8 : hatch coaming
9 : bearing pad welded on the bracket

20
of a toggle bolt for metal to metal
contact 3
10 : stiffener 4

11 : inner edge stiffener 8 11 10

Fig. 17.2 Example of a primary securing method

2.3 Primary securing devices
2.3.1 Small hatches located on exposed decks are
to be fitted with primary securing devices such that
their hatch covers can be secured in place and
weathertight by means of a mechanism employing any
one of the following methods:
– method A: butterfly nuts tightening onto forks
(clamps)
– method B: quick acting cleats
– method C: central locking device
2.3.2 Dogs (twist tightening handles) with wedges
are not acceptable.
2.4 Requirements for primary securing
2.4.1 The hatch cover is to be fitted with a gasket
of elastic material. This is to be designed to allow a
metal to metal contact at a designed compression and
to prevent over-compression of the gasket by green
sea forces that may cause the securing devices to be
loosened or dislodged. The metal-to-metal contacts are
to be arranged close to each securing device in accor-
dance with Fig. 17.1 and of sufficient capacity to
withstand the bearing force.
2.4.2 The primary securing method is to be de-
signed and manufactured such that the designed com-
pression pressure is achieved by one person without
the need of any tools.
2.4.3 For a primary securing method using butter-
fly nuts, the forks (clamps) are to be of robust design.
They are to be designed to minimize the risk of butter-
fly nuts being dislodged while in use; by means of
curving the forks upward, a raised surface on the free
end, or a similar method. The plate thickness of un-
stiffened steel forks is not to be less than 16 mm. An
example arrangement is shown in Fig. 17.2.
2.4.4 For small hatch covers located on exposed
decks, the hinges are to be fitted such that the pre-
dominant direction of green sea will cause the cover to
close, which means that the hinges are normally to be
located on the fore edge.
2.5 Secondary securing device
Small hatches on exposed decks are to be fitted with an
independent secondary securing device e.g. by means
of a sliding bolt, a hasp or a backing bar of slack fit,
which is capable of keeping the hatch cover in place,
even in the event that the primary securing device
became loosened or dislodged. It is to be fitted on the
side opposite to the hatch cover hinges.
Fall arresters against accidental closing are to be pro-
vided.
2.6 Tightness test, trials
2.6.1 The self-tightening steel hatch covers on
weather decks and within open superstructures are to
be hose tested. The water pressure should not be less
than 2 bar and the hose nozzle should be held at a
distance of not more than 1,5 m from the hatch cover
to be tested. The nozzle diameter should not be less
than 12 mm. During frost periods equivalent tightness
tests may be carried out to the satisfaction of the Sur-
veyor.
Chapter 1 Section 17 D Smaller Openings and Hatches I - Part 6
Page 17–4 GL 2012

C. Hatch Coamings and Girders Webs are to be connected to the decks by fillet welds
on both sides with a = 0,44 ⋅ tw. For toes of stay webs
1. General within 0,15 ⋅ hw the throat thickness is to be increased
to a = 0,7 ⋅ tw for tw ≤ 10 mm. For tw > 10,0 mm deep
1.1 Coamings which are 600 mm or more in penetration double bevel welds are to be provided in
height are to be stiffened by a horizontal stiffener. this area.
Coamings are to be adequately supported by stays or
brackets. 2.3 Horizontal stiffeners

The stiffeners shall be continuous at the coaming

1.2 Coaming plates are to extend to the lower stays.
edge of the deck beams; they are to be flanged or
fitted with face bars or half-round bars. For stiffeners with both ends constraint the elastic
section modulus Wnet and shear area Asnet, calculated
2. Scantlings on the basis of net thickness, shall not be less than:

2.1 Plating 83 ⋅ a ⋅ A 2 ⋅ p DA
Wnet = [cm3 ]
The thickness of weather deck hatch coamings shall R eH
not be less than the larger of the following values:

t = t net + t K [mm] 10 ⋅ a ⋅ A ⋅ p DA
A snet = [cm 2 ]
R eH
p DA
= 14, 6 ⋅ a + tK For sniped stiffeners at coaming corners section
R eH
modulus and shear area at the fixed support have to be
L increased by 35 %.
t min = 6 + + t K [mm]
100 The thickness of the coaming plate at the sniped stiff-
ener end shall not be less than according to Section 3,
tK = corrosion addition =1,5 mm in general D.3.

2.2 Coaming stays

2.2.1 The section modulus of coaming stays of

coamings, which are to be designed for the load pDA, D. Engine Room Hatchways
see Section 4, B.5., shall not be less than:
526 1. Deck openings
Wnet = ⋅ e ⋅ h s2 ⋅ pDA [cm3 ]
R eH
1.1 The openings above engine rooms should not
e = spacing of coaming stays [m] be larger than necessary. In way of these rooms suffi-
cient transverse strength is to be ensured.
hS = height of coaming [m]
The effective breadth of the coaming plate shall not be 1.2 Engine room openings are to be well rounded
larger than the effective plate width according to at their corners, and if required, to be provided with
Section 3, E.2. strengthenings, unless proper distribution of the longi-
Coaming stays are to be supported by appropriate tudinal stresses is ensured by the side walls of super-
substructures. structures or deckhouses. See also Section 7, A.3.

Face plates may only be included in the calculation if

an appropriate substructure is provided and welding 2. Engine room casings
ensures an adequate joint.
2.1 Engine room openings on weather decks and
2.2.2 Web thickness at the root point shall not be inside open superstructures are to be protected by
less than: casings of sufficient height.
t w = t net + t K [mm]
2.2 The height of casings on the weather deck of
2 e ⋅ h s ⋅ p DA ships with full scantling draught is to be not less than
= ⋅ + tK
R eH hw 1,8 m where L does not exceed 75 m, and not less
than 2,3 m where L is 125 m or more. Intermediate
hw = web height of coaming stay at root point [m] values are to be determined by interpolation.
I - Part 6 Section 17 D Smaller Openings and Hatches Chapter 1
GL 2012 Page 17–5

2.3 The scantlings of stiffeners, plating and cov-
ering of exposed casings are to comply with the re-
quirements for superstructure end bulkheads and for
deckhouses according to Section 16, C.
2.4 Inside open superstructures the casings are to
be stiffened and plated according to Section 16, C., as
for an aft end bulkhead.
2.5 The height of casings on superstructure decks
is to be at least 760 mm. The thickness of their plating
may be 0,5 mm less than derived from 2.3, and the
stiffeners are to have the same thickness and a depth
of web of 75 mm, being spaced at 750 mm.
2.6 The plate thickness of engine room casings
below the freeboard deck or inside closed superstruc-
tures is to be 5 mm, and 6,5 mm in cargo holds; stif-
feners are to have at least 75 mm web depth, and the
same thickness as the plating, when being spaced at
750 mm.
2.7 The coaming plates are to be extended to the
lower edge of the deck beams.
3. Doors in engine room casings
3.1 The doors in casings on exposed decks and
within open superstructures are to be of steel, well
stiffened and hinged, and capable of being closed from
both sides and secured weathertight by toggles and
rubber sealings.
3.2 The doors are to be at least of the same
strength as the casing walls in which they are fitted.
3.3 The height of the doorway sills is to be
600 mm above decks in pos. 1 and 380 mm above
decks in pos. 2.
I - Part 6 Section 18 B Equipment
GL 2012
Section 18
Equipment
A. General
1. The equipment of anchors and chain cables as
well as the recommended equipment of wires and ropes
is to be determined from Table 18.2 in accordance with
the equipment numeral Z1 or Z2, respectively.
Note
The anchoring equipment required by this Section is
intended of temporary mooring of a vessel within a
harbour or sheltered area when the vessel is awaiting
berth, tide, etc.
The equipment is, therefore, not designed to hold a
ship off fully exposed coasts in rough weather or to
stop a ship which is moving or drifting. In this condi-
tion the loads on the anchoring equipment increase to
such a degree that its components may be damaged or
lost owing to the high energy forces generated, par-
ticularly in large ships.
The anchoring equipment required by this Section is
designed to hold a ship in good holding ground in
conditions such as to avoid dragging of the anchor. In
poor holding ground the holding power of the anchors
will be significantly reduced.
The equipment numeral formula for anchoring equip-
ment required under this Section is based on an as-
sumed current speed of 2,5 m/sec, wind speed of
25 m/sec and a scope of chain cable between 6 and
10, the scope being the ratio between length of chain
paid out and water depth.
It is assumed that under normal circumstances a ship
will use only one bow anchor and chain cable at a
time.
2. Every ship is to be equipped with at least one
anchor windlass.
Windlasses and chain stoppers, if fitted, are to comply
with the GL Rules for Machinery Installations (I-1-2),
Section 14, D.
For the substructures of windlasses and chain stop-
pers, see Section 10, B.5.
3. Ships built under survey of GL and which are
to have the mark  stated in their Certificate and in
the Register Book shall be equipped with anchors and
chain cables complying with the Rules for Materials
and having been tested on approved machines in the
presence of a Surveyor.
Chapter 1
Page 18–1
B. Equipment numeral
1. The equipment numeral Z1 for anchors and
chain cables is to be calculated as follows:
A
Z1 = D2 / 3 + 2 h B +
10
D = moulded displacement [t] in sea water having
a density of 1,025 t/m3 to the summer load
waterline
h = effective height from the summer load water-
line to the top of the uppermost house
= a + Σhi
a = distance [m], from the summer load water-
line, amidships, to the upper deck at side
Σhi = sum of height [m] of superstructures and
deckhouses on the upper deck, measured on
the centreline of each tier having a breadth
greater than B/4. Deck sheer, if any, is to be
ignored. For the lowest tier, "h" is to be
measured at centreline from the upper deck
or from a notional deck line where there is
local discontinuity in the upper deck.
A = area [m2], in profile view of the hull, super-
structures and deckhouses, having a breadth
greater than B/4, above the summer load water-
line within the length L and up to the height h
Where a deckhouse having a breadth greater than B/4
is located above a deckhouse having a breadth of B/4
or less, the wider house is to be included and the nar-
row house ignored.
Screens of bulwarks 1,5 m or more in height are to be
regarded as parts of houses when determining h and
A, e.g. the area shown in Fig. 18.1 as A1 is to be in-
cluded in A. The height of the hatch coamings may be
disregarded when determining h and A.
A1
1,5m
LWL
F. P.
Fig. 18.1 Effective area A1 of bulwark
Chapter 1 Section 18 C Equipment
Page 18–2
2. The equipment numeral Z2 for the recom-
mended selection of ropes as well as for the determi-
nation of the design load for shipboard towing and
mooring equipment and supporting hull structure is to
be calculated as follows:
A National regulations concerning the provision of a
Z2 = D2 / 3 + 2 h B +
10
D = moulded displacement [t] in sea water having
a density of 1,025 t/m3 to the summer load
waterline
h = effective height from the summer load water-
line to the top of the uppermost house
= a + Σhi
a = distance [m], from the summer load water-
line, amidships, to the upper deck at side
Σhi = sum of height [m] of superstructures and deck-
houses on the upper deck, measured on the
centreline of each tier. Deck sheer, if any, is to
be ignored. For the lowest tier, "h" is to be
measured at centreline from the upper deck or
from a notional deck line where there is local
discontinuity in the upper deck.
A = area [m2], in profile view of the hull, super-
structures and deckhouses above the summer
load waterline within the length L.
Screens of bulwarks, hatch coamings and
fixed deck equipment, e.g., masts and lifting
gear, as well as items on deck have to be ob-
served for the calculation of A.
Note
It is recommended to use the equipment numeral Z2
also for the selection of anchor and chain cables. To
determine A, items on deck as agreed on by the owner
or as specified in the building specification have to be
observed.
C. Anchors
1. The number of bower anchors is to be deter-
mined according to column 3 of Table 18.2. Two of
the rule bower anchors are to be connected to their
chain cables and positioned on board ready for use.
It is to be ensured that each anchor can be stowed in
the hawse and hawse pipe in such a way that it re-
mains firmly secured in seagoing conditions. Details
have to be coordinated with the owner.
Where in column 3 of Table 18.2 three bower anchors
are required, the third anchor is intended as a spare
bower anchor. Installation of the spare bower anchor
on board is not required.
I - Part 6
GL 2012
The spare anchor is not required as a condition of
classification and, with owner's consent, may be dis-
pensed with.
Note
spare anchor, stream anchor or a stern anchor may
need to be observed.
2. Anchors shall be of approved design. The
mass of the heads of patent (ordinary stockless) an-
chors, including pins and fittings, is not to be less than
60 per cent of the total mass of the anchor.
3. For stock anchors, the total mass of the an-
chor, including the stock, shall comply with the values
in Table 18.2. The mass of the stock shall be 20 per
cent of this total mass.
4. The mass of each individual bower anchor may
vary by up to 7 per cent above or below the required
individual mass provided that the total mass of all the
bower anchors is not less than the sum of the required
individual masses.
5. Where special anchors approved as "High
Holding Power Anchors" are used, the anchor mass may
be 75 per cent of the anchor mass as per Table 18.2.
"High Holding Power Anchors" are anchors which are
suitable for ship's use at any time and which do not
require prior adjustment or special placement on the
sea bed.
For approval as a "High Holding Power Anchor",
satisfactory tests are to be made on various types of
bottom and the anchor is to have a holding power at
least twice that of a patent anchor ("Admiralty Stan-
dard Stockless") of the same mass. The mass of an-
chors to be tested should be representative of the full
range of sizes intended to be manufactured. The tests
are to be carried out on at least two sizes of anchors in
association with the chain cables appropriate to the
weight. The anchors to be tested and the standard
stockless anchors should be of approx. the same mass.
The chain length used in the tests should be approx. 6
to 10 times the depth of water.
The tests are normally to be carried out from a tug,
however, alternative shore based tests (e.g. with suit-
able winches) may be accepted.
Three tests are to be carried out for each anchor and
type of bottom. The pull shall be measured by means
of a dynamometer or recorded by a recording instru-
ment. Measurements of pull based on rpm/bollard pull
curve of the tug may be accepted.
Testing by comparison with a previously approved
HHP anchor may be accepted as a basis for approval.
The maximum mass of an anchor thus approved may be
10 times the mass of the largest size of anchor tested.
I - Part 6 Section 18 E Equipment
GL 2012
The dimensioning of the chain cable and of the wind-
lass is to be based on the undiminished anchor mass
according to the Tables.
6. A cable winch shall be provided according to
the requirements for windlasses in the GL Rules for
Machinery Installations (I-1-2), Section 14, B.
D. Chain Cables
1. The chain cable diameters given in the Tables
apply to chain cables made of chain cable materials
specified in the Rules II – Materials and Welding, Part
1 – Metallic Materials, for the following grades:
– Grade K1 (ordinary quality)
– Grade K2 (special quality)
– Grade K3 (extra special quality)
2. Grade K1 material used for chain cables in
conjunction with "High Holding Power Anchors" shall
have a tensile strength Rm of not less than 400 N/mm2.
3. Grade K2 and K3 chain cables shall be post
production quenched and tempered and purchased
from recognized manufacturers only.
4. The total length of chain given in Table 18.2
is to be divided in approximately equal parts between
the two bower anchors.
5. Depending on service area and service condi-
tions it may be necessary to choose the anchor chain
cable thicker and longer as required in Table 18.2.
E.g. for operation in North sea it is recommended to
increase the chain cable diameters by at least two
levels higher than the diameter specified by the
equipment number in Table 18.2 and the chain length
by 85 percent beyond the length based on the in-
creased chain cable diameter.
6. For connection of the anchor with the chain
cable approved Kenter-type anchor shackles may be
chosen in lieu of the common Dee-shackles. A fore-
runner with swivel is to be fitted between anchor and
chain cable. In lieu of a forerunner with swivel an
approved swivel shackle may be used. However,
swivel shackles are not to be connected to the anchor
shank unless specially approved. A sufficient number
of suitable spare shackles are to be kept on board to
facilitate fitting of the spare anchor at any time. On
owner's request the swivel shackle may be dispensed
with.
7. The attachment of the inboard ends of the
chain cables to the ship's structure is to be provided
with means suitable to permit, in case of emergency,
Chapter 1
Page 18–3
an easy slipping of the chain cables to sea operable
from an accessible position outside the chain locker.
The inboard ends of the chain cables are to be secured
to the structures by a fastening able to withstand a
force not less than 15 % nor more than 30 % of the
rated breaking load of the chain cable.
E. Chain Locker
1. The anchor windlass and the chain locker are
considered a source of ignition. Unless located at least
2,4 m above the cargo deck the windlass and the open-
ings of chain pipes leading into the chain locker are to
be fitted at a distance of not less than 3 m from the
cargo tank boundaries, if liquids having a flashpoint
(closed cup test) not exceeding 60 °C are intended to
be carried.
2. The chain locker is to be of capacity and
depth adequate to provide an easy direct lead of the
cables through the chain pipes and self-stowing of the
cables.
The minimum required stowage capacity without mud
box for the two bow anchor chains is as follows:
A
S = 1,1 ⋅ d 2 ⋅ [m3 ]
100 000
d = chain diameter [mm] according to Table 18.2
A = total length of stud link chain cable according
to Table 18.2
The total stowage capacity is to be distributed on two
chain lockers of equal size for the port and starboard
chain cables. The shape of the base areas shall as far
as possible be quadratic with a maximum edge length
of 33 d. As an alternative, circular base areas may be
selected, the diameter of which shall not exceed 30 –
35 d.
Above the stowage of each chain locker in addition a
free depth of
h = 1 500 [mm]
is to be provided.
3. The chain locker boundaries and their access
openings are to be watertight to prevent flooding of
adjacent spaces, where essential installations or equip-
ment are arranged, in order to not affect the proper
operation of the ship after accidental flooding of the
chain locker.
3.1 Special requirements to minimize the in-
gress of water
3.1.1 Spurling pipes and cable lockers are to be
watertight up to the weather deck.
Chapter 1 Section 18 F Equipment I - Part 6
Page 18–4 GL 2012

3.1.2 Where means of access is provided, it is to be Table 18.1 Wire/fibre ropes diameter
closed by a substantial cover and secured by closely
spaced bolts. Synthetic
Fibre ropes
Steel wire wire ropes
3.1.3 Spurling pipes through which anchor cables ropes 1 poly-
are led are to be provided with permanently attached polyamide2 polyamide polyester
propylene
closing appliances to minimize water ingress.
diam. diam. diam. diam. diam.
4. Adequate drainage facilities of the chain [mm] [mm] [mm] [mm] [mm]
locker are to be provided. 12 30 30 30 30
13 30 32 32 32
5. Where the chain locker boundaries are also 14 32 36 36 36
tank boundaries their scantlings of stiffeners and plat-
ing are to be determined as for tanks in accordance 16 32 40 40 40
with Section 12. 18 36 44 44 44
Where this is not the case the plate thickness is to be 20 40 48 48 48
determined as for t2 and the section modulus as for W2 in 22 44 48 48 52
accordance with Section 12, B.2. and B.3. respectively. 24 48 52 52 56
The distance from the load centre to the top of the chain
26 56 60 60 64
locker pipe is to be taken for calculating the load.
28 60 64 64 72
32 68 72 72 80
36 72 80 80 88
F. Mooring Equipment 1
40 72 88 88 96
1 according to DIN 3068 or similar.
1. Ropes
2 Regular laid ropes of refined polyamide monofilaments and
1.1 The following items 1.2 to 1.6 and the Tables filament fibres.
18.1 and 18.2 for tow lines and mooring ropes are
recommendations only, a compliance with which is Where wire ropes are stored on mooring winch drums,
not a condition of Class. steel cored wire ropes may be used e.g.:
– 6 × 19 wires with 1 steel core
1.2 For tow lines and mooring lines, steel wire
ropes as well as fibre ropes made of natural or syn- type: Seale
thetic fibres or wire ropes consisting of steel wire and
fibre cores may be used. The breaking loads specified – 6 × 36 wires with 1 steel core
in Table 18.2 are valid for wire ropes and ropes of type: Warrington-Seale
natural fibre (manila) only. Where ropes of synthetic
fibre are used, the breaking load is to be increased 1.5 Regardless of the breaking load, recom-
above the table values. The extent of increase depends mended in Table 18.2, the diameter of fibre ropes
on the material quality. should not be less than 20 mm.
The required diameters of synthetic fibre ropes used in
lieu of steel wire ropes may be taken from Table 18.1. 1.6 The length of the individual mooring ropes may
be up to 7 per cent less than that given in the table pro-
1.3 Where the stream anchor is used in conjunc- vided that the total length of all the wires and ropes is not
tion with a rope, this is to be a steel wire rope. less than the sum of the required individual lengths.
Where mooring winches are located on one side of the
1.4 Wire ropes shall be of the following type: ship, the lengths of mooring ropes should be increased
– 6 × 24 wires with 7 fibre cores for breaking accordingly.
loads of up to 500 kN
2. Shipboard fittings (mooring bollards and
type: Standard bitts, fairleads, stand rollers, chocks)
– 6 × 36 wires with 1 fibre core for breaking loads The selection of shipboard fittings is to be made by
of more than 500 kN the shipyard in accordance with an industry standard
type: Standard (e.g. ISO 3913 Shipbuilding Welded Steel Bollards)
accepted by GL. In such cases the safety factors of the
standard are to be complied with. When the shipboard
fitting is not selected from an accepted industry stan-
1 For approximating the mooring forces a GL-computer program dard, the design load used to assess its strength and its
system is available. attachment to the ship is to be in accordance with 3.
I - Part 6 Section 18 G Equipment Chapter 1
GL 2012 Page 18–5

2.1 Arrangement

on li ign load
Shipboard fittings for mooring are to be located on

ne
longitudinals, beams and/or girders, which are part of
ng

Des
the deck construction so as to facilitate efficient distri- itti
f es
bution of the mooring load. Other arrangements may
d on tim )
be accepted (for Panama chocks, etc.) provided the loa than 2n line
n re d o
strength is confirmed adequate for the service. sig o a
De o t m n lo
(N esig
D
2.2 Safe working load (SWLGL)
(1) The safe working load for fittings is to be calcu- Design load on
Fitting line
lated as follows:
FD Fig. 18.2 Application of design loads
SWLGL =
1,875
FD = design load per 3.1. (4) When a specific SWLGL, that is greater than
required in 2.2 (1), is applied for a fitting at the
(2) The SWLGL of each shipboard fitting is to be request of the applicant, the fitting and the
marked (by weld bead or equivalent) on the supporting hull structure have to be designed us-
deck fittings used for mooring. ing the requested SWLGL times 1,875 as design
load.
(3) The above requirements on SWLGL apply for a
single post basis (no more than one turn of one (5) The acting point of the mooring force on ship-
cable). board fittings is to be taken at the attachment point
of a mooring line or at a change in its direction.
(4) The towing and mooring arrangement plan men-
tioned in H. is to define the method of use of For bollards, the acting point of the design load
mooring lines. is to be taken at least equivalent to the diameter
of the pipe above deck level. Special designs
have to be evaluated individually.
3. Supporting hull structure for mooring
equipment
3.2 Allowable stresses
Strength calculations for supporting hull structures of
Normal stress: σN ≤ ReH
mooring equipment are to be based on net thicknesses.
tnet = t – tk Shear stress: τ ≤ 0,6 ReH
Equivalent stress: σV ≤ ReH
tk = corrosion addition according to 4.
4. Corrosion addition
3.1 Load considerations
The total corrosion addition tk for both sides of the hull
(1) Unless greater safe working load (SWLGL) of
supporting structure is not to be less than 2,0 mm in
shipboard fittings is specified by the applicant, general and 1,0 mm in dry spaces.
the design load applied to shipboard fittings and
supporting hull structures is to be 1,25 times the
breaking strength of the mooring line according
to Table 18.2 for the equipment numeral Z2. G. Towing Equipment
When ropes with increased breaking strength are
If the ship is designed for towing operation, the ar-
used, the design load needs not to be in excess
rangement shall satisfy the requirements for Anchor
of 1,25 times the breaking strength of the moor-
Handling and Towing Ships given in Section 27.
ing line according to Table 18.2 for the equip-
ment numeral Z2.
1. Shipboard fittings and supporting hull
(2) The minimum design load applied to supporting structures
hull structures for winches, etc. is to be the de-
sign load acc. to (1). For capstans, the minimum 1.1 Arrangement and strength
design load is to be 1,25 times the maximum
hauling-in force. Shipboard fittings for towing are to be located on
longitudinals, beams and/or girders, which are part of
(3) The design load is to be applied through the moor- the deck construction so as to facilitate efficient distri-
ing line according to the arrangement shown on bution of the towing load. Other arrangements may be
the towing and mooring arrangements plan, see accepted provided the strength is confirmed adequate
Fig. 18.2. for the intended service.
Chapter 1 Section 18 H Equipment
Page 18–6
The strength of shipboard fittings used for ordinary
towing operations (not emergency towing) at bow,
sides and stern and their supporting hull structures are
to be determined on the basis of 1.1.1 and 1.1.2.
Strength calculations are to be based on net thick-
nesses
tnet = t – tk
tk = corrosion addition, see F.4.
1.1.1 Load considerations
Unless greater safe working load (SWLGL) of ship-
board fittings is specified by the applicant, the mini-
mum design load to be used is the following value of
(1) or (2), whichever is applicable:
(1) for normal towing operations (e.g., in harbour)
using fittings at bow, sides and stern, 1,875
times the intended maximum towing load (e.g.
static bollard pull) as indicated on the towing
and mooring arrangement plan.
If the intended maximum towing load is not
specified by the applicant, the nominal breaking
strength of the corresponding mooring lines ac-
cording to Table 18.2 for the equipment numeral
Z2 is to be applied.
(2) for other towing service using the forward main
towing fittings, in general arranged on forecastle
deck at the vessel's centre line, the nominal
breaking strength of the tow line according to
Table 18.2 for the equipment numeral Z2.
(3) The design load is to be applied through the tow
line according to the arrangement shown on the
towing and mooring arrangement plan, see Fig.
18.2.
For bollards, the acting point of the design load
is to be taken at least equivalent to the diameter
of the pipe above deck level. Special designs
have to be evaluated individually.
(4) When a specific SWLGL, that is greater than re-
quired in 1.2, is applied for a fitting at the request
of the applicant, the fitting and the supporting
hull structure have to be designed using the fol-
lowing design loads:
– requested SWLGL times 1,875 for normal
towing operations
– requested SWLGL times 1,5 for other tow-
ing service
1.1.2 Allowable stresses
Normal stress: σN ≤ ReH
Shear stress: τ ≤ 0,6 ReH
Equivalent stress: σV ≤ ReH
I - Part 6
GL 2012
1.2 Safe working load (SWLGL)
(1) The safe working load for a shipboard fitting
used for normal towing operations is not to ex-
ceed the following value:
FD
SWLGL =
1,875
FD = design load per 1.1.1(1)
(2) The safe working load for a shipboard fitting used
for other towing service (i.e., for the main towing
fittings) is not to exceed the following value:
FD
SWLGL =
1,5
FD = design load per 1.1.1(2).
(3) For chocks and bollards of which the strength shall
comply with Panama Canal Regulations, the safe
working load is not to exceed the following value:
FD
SWLGL =
1,875
FD = design load according to Panama Canal
Regulations.
(4) The SWLGL of each shipboard fitting is to be
marked (by weld bead or equivalent) on the
deck fittings used for towing.
For fittings, which are used for different moor-
ing or towing operations, the greater of the safe
working loads SWLGL is to be marked.
(5) The above requirements on SWLGL apply for a
single post basis (no more than one turn of one
cable).
(6) The towing and mooring arrangement plan men-
tioned in H. is to define the method of use of
towing lines.
H. Towing and Mooring Arrangement Plan
The SWLGL for the intended use for each shipboard fit-
ting is to be noted in the towing and mooring arrangement
plan available on board for the guidance of the Master.
Information provided on the plan is to include in re-
spect of each shipboard fitting:
– location on the ship
– fitting type
– SWLGL
– purpose (mooring, normal towing operations /
other towing services); and
– manner of applying towing or mooring line load
including limiting fleet angles.
This information is to be incorporated into the pilot
card in order to provide the pilot proper information
on harbour/escorting operations.
I - Part 6 Section 18 H Equipment Chapter 1
GL 2012 Page 18–7

Table 18.2 Anchor, Chain Cables and Ropes

Stockless anchor Stud link chain cables Recommended ropes

Stream wire
or chain
Equipment Bower anchor Stream Bower anchors Towline Mooring ropes
No. anchor for stream
for numeral anchor
Reg.
Z1 or Z2 Diameter
Mass per Total Br. Br. Br.
Num- Length Length Length
anchor length Load 2 Load 2 Num- Load 2
ber 1 d1 d2 d3 ber
[kg] [m] [mm] [mm] [mm] [m] [kN] [m] [kN] [m] [kN]
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

101 up to 50 2 120 40 165 12,5 12,5 12,5 80 65 180 100 3 80 35

102 50 – 70 2 180 60 220 14 12,5 12,5 80 65 180 100 3 80 35
103 70 – 90 2 240 80 220 16 14 14 85 75 180 100 3 100 40
104 90 – 110 2 300 100 247,5 17,5 16 16 85 80 180 100 3 110 40
105 110 – 130 2 360 120 247,5 19 17,5 17,5 90 90 180 100 3 110 45
106 130 – 150 2 420 140 275 20,5 17,5 17,5 90 100 180 100 3 120 50
107 150 – 175 2 480 165 275 22 19 19 90 110 180 100 3 120 55
108 175 – 205 2 570 190 302,5 24 20,5 20,5 90 120 180 110 3 120 60
109 205 – 240 3 660 302,5 26 22 20,5 180 130 4 120 65
110 240 – 280 3 780 330 28 24 22 180 150 4 120 70
111 280 – 320 3 900 357,5 30 26 24 180 175 4 140 80
112 320 – 360 3 1020 357,5 32 28 24 180 200 4 140 85
113 360 – 400 3 1140 385 34 30 26 180 225 4 140 95
114 400 – 450 3 1290 385 36 32 28 180 250 4 140 100
115 450 – 500 3 1440 412,5 38 34 30 180 275 4 140 110
116 500 – 550 3 1590 412,5 40 34 30 190 305 4 160 120
117 550 – 600 3 1740 440 42 36 32 190 340 4 160 130
118 600 – 660 3 1920 440 44 38 34 190 370 4 160 145
119 660 – 720 3 2100 440 46 40 36 190 405 4 160 160
120 720 – 780 3 2280 467,5 48 42 36 190 440 4 170 170
121 780 – 840 3 2460 467,5 50 44 38 190 480 4 170 185
122 840 – 910 3 2640 467,5 52 46 40 190 520 4 170 200
123 910 – 980 3 2850 495 54 48 42 190 560 4 170 215
124 980 – 1060 3 3060 495 56 50 44 200 600 4 180 230
125 1060 – 1140 3 3300 495 58 50 46 200 645 4 180 250
126 1140 – 1220 3 3540 522,5 60 52 46 200 690 4 180 270
127 1220 – 1300 3 3780 522,5 62 54 48 200 740 4 180 285
128 1300 – 1390 3 4050 522,5 64 56 50 200 785 4 180 305
129 1390 – 1480 3 4320 550 66 58 50 200 835 4 180 325
130 1480 – 1570 3 4590 550 68 60 52 220 890 5 190 325
131 1570 – 1670 3 4890 550 70 62 54 220 940 5 190 335
132 1670 – 1790 3 5250 577,5 73 64 56 220 1025 5 190 350
133 1790 – 1930 3 5610 577,5 76 66 58 220 1110 5 190 375
134 1930 – 2080 3 6000 577,5 78 68 60 220 1170 5 190 400
135 2080 – 2230 3 6450 605 81 70 62 240 1260 5 200 425
136 2230 – 2380 3 6900 605 84 73 64 240 1355 5 200 450
137 2380 – 2530 3 7350 605 87 76 66 240 1455 5 200 480
138 2530 – 2700 3 7800 632,5 90 78 68 260 1470 6 200 480
139 2700 – 2870 3 8300 632,5 92 81 70 260 1470 6 200 490
140 2870 – 3040 3 8700 632,5 95 84 73 260 1470 6 200 500
141 3040 – 3210 3 9300 660 97 84 76 280 1470 6 200 520
142 3210 – 3400 3 9900 660 100 87 78 280 1470 6 200 555
143 3400 – 3600 3 10500 660 102 90 78 280 1470 6 200 590
144 3600 – 3800 3 11100 687,5 105 92 81 300 1470 6 200 620
145 3800 – 4000 3 11700 687,5 107 95 84 300 1470 6 200 650
146 4000 – 4200 3 12300 687,5 111 97 87 300 1470 7 200 650
147 4200 – 4400 3 12900 715 114 100 87 300 1470 7 200 660
148 4400 – 4600 3 13500 715 117 102 90 300 1470 7 200 670
149 4600 – 4800 3 14100 715 120 105 92 300 1470 7 200 680
150 4800 – 5000 3 14700 742,5 122 107 95 300 1470 7 200 685
151 5000 – 5200 3 15400 742,5 124 111 97 300 1470 8 200 685
152 5200 – 5500 3 16100 742,5 127 111 97 300 1470 8 200 695
153 5500 – 5800 3 16900 742,5 130 114 100 300 1470 8 200 705
154 5800 – 6100 3 17800 742,5 132 117 102 300 1470 9 200 705
155 6100 – 6500 3 18800 742,5 120 107 300 1470 9 200 715
156 6500 – 6900 3 20000 770 124 111 300 1470 9 200 725
157 6900 – 7400 3 21500 770 127 114 300 1470 10 200 725
158 7400 – 7900 3 23000 770 132 117 300 1470 11 200 725
159 7900 – 8400 3 24500 770 137 122 300 1470 11 200 735
160 8400 – 8900 3 26000 770 142 127 300 1470 12 200 735
161 8900 – 9400 3 27500 770 147 132 300 1470 13 200 735
162 9400 – 10000 3 29000 770 152 132 300 1470 14 200 735
163 10000 – 10700 3 31000 770 137 300 1470 15 200 735
164 10700 – 11500 3 33000 770 142 300 1470 16 200 735
165 11500 – 12400 3 35500 770 147 300 1470 17 200 735
166 12400 – 13400 3 38500 770 152 300 1470 18 200 735
167 13400 – 14600 3 42000 770 157 300 1470 19 200 735
168 14600 – 16000 3 46000 770 162 300 1470 21 200 735

d1 = Chain diameter Grade K 1 (Ordinary quality) ⎫⎪

d 2 = Chain diameter Grade K 2 (Special quality) ⎬ See also D.
d 3 = Chain diameter Grade K 3 (Extra special quality) ⎪⎭
1 see C.1.
2 see F.1.2
I - Part 6 Section 19 A Welded Joints
GL 2012
Section 19
Welded Joints
Preface
The content of this Section is to a large extent identi-
cal to that of the GL Rules for Welding in the Various
Fields of Application (II-3-3), Section 1, G. Because of
the re-issues of the Rules for Welding referred to and
these Rules for Hull Structures of Offshore Service
Vessels at different times, some temporary divergences
may arise and in such circumstances the more recent
Rules shall take precedence.
A. General
1. Information contained in manufacturing
documents
1.1 The shapes and dimensions of welds and,
where proof by calculation is supplied, the require-
ments applicable to welded joints (the weld quality
grade, detail category) are to be stated in drawings and
other manufacturing documents (parts lists, welding
and inspection schedules). In special cases, e.g. where
special materials are concerned, the documents shall
also state the welding method, the welding consum-
ables used, heat input and control, the weld build-up
and any post-weld treatment which may be required.
1.2 Symbols and signs used to identify welded
joints shall be explained if they depart from the sym-
bols and definitions contained in the relevant stan-
dards (e.g. DIN standards). Where the weld prepara-
tion (together with approved methods of welding)
conforms both to normal shipbuilding practice and to
these Rules and recognized standards, where applica-
ble, no special description is needed.
2. Materials, weldability
2.1 Only base materials of proven weldability
(see Section 2) may be used for welded structures.
Any approval conditions of the steel or of the proce-
dure qualification tests and the steelmaker's recom-
mendations are to be observed.
2.2 For normal strength hull structural steels
grades A, B, D and E which have been tested by GL,
weldability normally is considered to have been
proven. The suitability of these base materials for
high efficiency welding processes with high heat input
shall be verified.
Chapter 1
Page 19–1
2.3 Higher strength hull structural steels grade
AH/DH/EH/FH which have been approved by GL in
accordance with the relevant requirements of Rules for
Materials and Welding normally have had their weld-
ability examined and, provided their handling is in
accordance with normal shipbuilding practice, may be
considered to be proven. The suitability of these base
materials for high efficiency welding processes with
high heat input shall be verified.
2.4 High strength (quenched and tempered) fine
grain structural steels, low temperature steels, stainless
and other (alloyed) structural steels require special
approval by GL. Proof of weldability of the respective
steel is to be presented in connection with the welding
procedure and welding consumables.
2.5 Cast steel and forged parts require testing by
GL. For castings intended to be used for welded ship-
building structures the maximum permissible values
of the chemical composition according to the GL
Rules for Steel and Iron Materials (II-1-2), Section 4,
B.4 and Table 4.1 have to be observed.
2.6 Aluminium alloys require testing by GL.
Proof of their weldability shall be presented in con-
nection with the welding procedure and welding con-
sumables.
2.7 Welding consumables used are to be suitable
for the parent metal to be welded and are to be ap-
proved by GL.
3. Manufacture and testing
3.1 The manufacture of welded structural com-
ponents may only be carried out in workshops or
plants that have been approved. The requirements that
have to be observed in connection with the fabrication
of welded joints are laid down in the Rules II –
Materials and Welding, Part 3 – Welding.
3.2 The weld quality grade of welded joints with-
out proof by calculation (see 1.1) depends on the sig-
nificance of the welded joint for the total structure and
on its location in the structural element (location to the
main stress direction) and on its stressing. For details
concerning the type, scope and manner of testing, see the
GL Rules for Welding in the Various Fields of Appli-
cation (II-3-3), Section 1, I. Where proof of fatigue
strength is required, in addition the requirements of
Section 20 apply.
Chapter 1 Section 19 B Welded Joints
Page 19–2
B. Design
1. General design principles
1.1 During the design stage welded joints are to be
planned such as to be accessible during fabrication, to
be located in the best possible position for welding and
to permit the proper welding sequence to be followed.
1.2 Both the welded joints and the sequence of
welding involved are to be so planned as to enable
residual welding stresses to be kept to a minimum in
order that no excessive deformation occurs. Welded
joints should not be over dimensioned, see also 3.3.3.
1.3 When planning welded joints, it shall first be
established that the type and grade of weld envisaged,
such as full root weld penetration in the case of HV or
DHV (K) weld seams, can in fact be perfectly exe-
cuted under the conditions set by the limitations of the
manufacturing process involved. If this is not the case,
a simpler type of weld seam shall be selected and its
possibly lower load bearing capacity taken into ac-
count when dimensioning the component.
1.4 Highly stressed welded joints - which, there-
fore, are generally subject to examination - are to be
so designed that the most suitable method of testing
for faults can be used (radiography, ultrasonic, surface
crack testing methods) in order that a reliable exami-
nation may be carried out.
1.5 Special characteristics peculiar to the mate-
rial, such as the lower strength values of rolled mate-
rial in the thickness direction (see 2.5.1) or the soften-
ing of cold worked aluminium alloys as a result of
welding, are factors which have to be taken into ac-
count when designing welded joints. Clad plates
where the efficiency of the bond between the base and
the clad material is proved may generally be treated as
solid plates (up to medium plate thicknesses where
mainly filled weld connections are used).
1.6 In cases where different types of material are
paired and operate in sea water or any other electro-
lytic medium, for example welded joints made be-
tween unalloyed carbon steels and stainless steels in
the wear-resistant cladding in rudder nozzles or in the
cladding of rudder shafts, the resulting differences in
potential greatly increase the susceptibility to corro-
sion and shall therefore be given special attention.
Where possible, such welds are to be positioned in
locations less subject to the risk of corrosion (such as
on the outside of tanks) or special protective counter-
measures are to be taken (such as the provision of a
protective coating or cathodic protection).
2. Design details
2.1 Stress flow, transitions
2.1.1 All welded joints on primary supporting mem-
bers shall be designed to provide as smooth a stress
I - Part 6
GL 2012
profile as possible with no major internal or external
notches, no discontinuities in rigidity and no obstruc-
tions to strains, see Section 3, H.
2.1.2 This applies in analogous manner to the
welding of subordinate components on to primary
supporting members whose exposed plate or flange
edges should, as far as possible, be kept free from
notch effects due to welded attachments. Regarding
the inadmissibility of weldments to the upper edge of
the sheer strake, see Section 6, C.3.4.
2.1.3 Butt joints in long or extensive continuous struc-
tures such as bilge keels, fenders, crane rails, slop coam-
ings, etc. attached to primary structural members are
therefore to be welded over their entire cross-section.
2.1.4 Wherever possible, joints (especially site
joints) in girders and sections shall not be located in
areas of high bending stress. Joints at the knuckle of
flanges are to be avoided.
2.1.5 The transition between differing component
dimensions shall be smooth and gradual. Where the
depth of web of girders or sections differs, the flanges
or bulbs are to be bevelled and the web slit and ex-
panded or pressed together to equalize the depths of
the members. The length of the transition should be at
least equal twice the difference in depth.
2.1.6 Where the plate thickness differs at joints per-
pendicularly to the direction of the main stress, differ-
ences in thickness greater than 3 mm shall be accom-
modated by bevelling the proud edge in the manner
shown in Fig. 19.1 at a ratio of at least 1 : 3 or accord-
ing to the notch category. Differences in thickness of
3 mm or less may be accommodated within the weld.
max. 3
3
£ 1:
Fig. 19.1 Accommodation of differences of thick-
ness
2.1.7 For the welding on of plates or other relatively
thin-walled elements, steel castings and forgings should
be appropriately tapered or provided with integrally cast
or forged welding flanges in accordance with Fig. 19.2.
Fig. 19.2 Welding flanges on steel castings or
forgings
I - Part 6 Section 19 B Welded Joints
GL 2012
2.1.8 For the connection of shaft brackets to the
boss and shell plating, see 4.3 and Section 13, D.2.;
for the connection of horizontal coupling flanges to
the rudder body, see 4.4. For the required thickened
rudderstock collar required with build-up welds and
for the connection of the coupling flange, see 2.7 and
Section 14, D.2.4. Rudderstock and coupling flange
are to be connected by full penetration weld.
2.2 Local clustering of welds, minimum
spacing
2.2.1 The local clustering of welds and short dis-
tances between welds are to be avoided. Adjacent butt
welds should be separated from each other by a dis-
tance of at least
50 mm + 4 × plate thickness
Fillet welds should be separated from each other and
from butt welds by a distance of at least
30 mm + 2 × plate thickness
The width of replaced or inserted plates (strips)
should, however, be at least 300 mm or ten times the
plate thickness, whichever is the greater.
2.2.2 Reinforcing plates, welding flanges, mount-
ings and similar components socket-welded into plat-
ing should be of the following minimum size:
D min = 170 + 3 (t − 10) ≥ 170 mm
D = diameter of round or length of side of angular
weldments [mm]
t = plating thickness [mm]
The corner radii of angular socket weldments should
be 5 t [mm] but at least 50 mm. Alternatively the
"longitudinal seams" are to extend beyond the "trans-
verse seams". Socket weldments are to be fully
welded to the surrounding plating.
Regarding the increase of stress due to different thick-
ness of plates see also Section 20, B.1.3.
2.3 Welding cut-outs
2.3.1 Welding cut-outs for the (later) execution of
butt or fillet welds following the positioning of trans-
verse members should be rounded (minimum radius
25 mm or twice the plate thickness, whichever is the
greater) and should be shaped to provide a smooth
transition on the adjoining surface as shown in Fig.
19.3 (especially necessary where the loading is mainly
dynamic).
2.3.2 Where the welds are completed prior to the
positioning of the crossing members, no welding cut-
outs are needed. Any weld reinforcements present are
to be machined off prior to the location of the crossing
members or these members are to have suitable cut-
outs.
Chapter 1
Page 19–3
r ³ 2t ³ 25
[t]
r ³ 2t ³ 25
[t]
Fig. 19.3 Welding cut-outs
2.4 Local reinforcements, doubling plates
2.4.1 Where platings (including girder plates and
tube walls) are subjected locally to increased stresses,
thicker plates should be used wherever possible in
preference to doubling plates. Bearing bushes, hubs
etc. shall invariably take the form of thicker sections
welded into the plating, see 2.2.2.
2.4.2 Where doublings cannot be avoided, the thick-
ness of the doubling plates should not exceed twice
the plating thickness. Doubling plates whose width is
greater than approximately 30 times their thickness
shall be plug welded to the underlying plating in ac-
cordance with 3.3.11 at intervals not exceeding 30
times the thickness of the doubling plate.
2.4.3 Along their (longitudinal) edges, doubling plates
shall be continuously fillet welded with a throat thickness
"a" of 0,3 × the doubling plate thickness. At the ends of
doubling plates, the throat thickness "a" at the end faces
shall be increased to 0,5 × the doubling plate thickness
but shall not exceed the plating thickness, see Fig. 19.4.
The welded transition at the end faces of the doubling
plates to the plating should form with the latter an
angle of 45° or less.
2.4.4 Where proof of fatigue strength is required
(see Section 20), the configuration of the end of the
doubling plate shall conform to the selected detail
category.
2.4.5 Doubling plates are not permitted in tanks for
flammable liquids except collar plates and small dou-
blings for fittings like tank heating fittings or fittings
for ladders.
t
b/2 ~ 1,5 b
r ³ 2t
2t
b
r³
Fig. 19.4 Welding at the ends of doubling plates
Chapter 1 Section 19 B Welded Joints I - Part 6
Page 19–4 GL 2012

2.5 Intersecting members, stress in the thick- Table 19.1 Minimum inner bending radius r
ness direction
Plate thickness Minimum inner
2.5.1 Where, in the case of intersecting members,
plates or other rolled products are stressed in the t bending radius r
thickness direction by shrinking stresses due to the to 4 mm 1,0 × t
welding and/or applied loads, suitable measures shall to 8 mm 1,5 × t
be taken in the design and fabrication of the structures
to prevent lamellar tearing (stratified fractures) due to to 12 mm 2,0 × t
the anisotropy of the rolled products. to 24 mm 3,0 × t
2.5.2 Such measures include the use of suitable over 24 mm 5,0 × t
weld shapes with a minimum weld volume and a
welding sequence designed to reduce transverse
shrinkage. Other measures are the distribution of the 2.6.3 For other steels and other materials, where
stresses over a larger area of the plate surface by using applicable, the necessary minimum bending radius
a build-up weld or the joining together of several shall, in case of doubt, be established by test. Proof of
"fibres" of members stressed in the thickness direction adequate toughness after welding may be stipulated
as exemplified by the deck stringer/sheer strake joint for steels with a yield strength of more than 355 N/mm2
shown in Fig. 19.11. and plate thicknesses of 30 mm and above which have
undergone cold forming resulting in 2 % or more
2.5.3 In case of very severe stresses in the thick- permanent elongation.
ness direction due, for example, to the aggregate effect
of the shrinkage stresses of bulky single or double- 2.7 Build-up welds on rudderstocks and pintles
bevel butt welds plus high applied loads, plates with
guaranteed through thickness properties (extra high- 2.7.1 Wear resistance and/or corrosion resistant
purity material and guaranteed minimum reductions in build-up welds on the bearing surfaces of rudder-
area of tensile test specimens taken in thickness direc- stocks, pintles etc. shall be applied to a thickened
tion) 1 are to be used. collar exceeding by at least 20 mm the diameter of the
adjoining part of the shaft.
2.6 Welding of cold formed sections, bending
radii 2.7.2 Where a thickened collar is impossible for
design reasons, the build-up weld may be applied to
2.6.1 Wherever possible, welding should be the smooth shaft provided that relief-turning in accor-
avoided at the cold formed sections with more than 5 % dance with 2.7.3 is possible (leaving an adequate re-
permanent elongation 2 and in the adjacent areas of sidual diameter).
structural steels with a tendency towards strain ageing.
2.7.3 After welding, the transition areas between
2.6.2 Welding may be performed at the cold the welded and non-welded portions of the shaft shall
formed sections and adjacent areas of hull structural be relief-turned with large radii, as shown in Fig. 19.5,
steels and comparable structural steels (e.g. those in to remove any base material whose structure close to
quality groups S...J... and S...K... to DIN EN 10025) the concave groove has been altered by the welding
provided that the minimum bending radii are not less operation and in order to effect the physical separation
than those specified in Table 19.1. of geometrical and metallurgical "notches".

Note building weld on relief - turning

thickened collar after welding
:4

The bending capacity of the material may necessitate

.1
ax

a larger bending radius.

m

1 See GL Rules for Steel and Iron Materials (II-1-2), Section 1 Fig. 19.5 Build-up welds applied to rudderstocks
and also Supply Conditions 096 for Iron and Steel Products,
"Plate, strip and universal steel with improved resistance to and pintles
stress perpendicular to the product surface" issued by the Ger-
man Iron and Steelmakers' Association.
3. Weld shapes and dimensions
2 Elongation ε in the outer tensile-stressed zone

100 3.1 Butt joints

ε = [% ]
1+ 2 r t
3.1.1 Depending on the plate thickness, the weld-
r = inner bending radius [mm] ing method and the welding position, butt joints shall
t = plate thickness [mm] be of the square, V or double-V shape conforming to
I - Part 6 Section 19 B Welded Joints Chapter 1
GL 2012 Page 19–5

the relevant standards (e.g. EN 22553/ISO 2533, ISO
9692 -1, -2, -3 or -4). Where other weld shapes are
applied, these are to be specially described in the
drawings. Weld shapes for special welding processes
such as single-side or electrogas welding shall have
been tested and approved in the context of a welding
procedure test.
3.1.2 As a matter of principle, the rear sides of butt
3.2.2 Corner, T and double-T (cruciform) joints
with a defined incomplete root penetration, as shown
in Fig. 19.8, shall be made as single or double-bevel
welds, as described in 3.2.1, with a back-up weld but
without grooving of the root.
f f

2-3

2-3
°
45
joints shall be grooved and welded with at least one

°
45
»
capping pass. Exceptions to this rule, as in the case of

»
submerged-arc welding or the welding processes men-
tioned in 3.1.1, require to be tested and approved in t t
connection with a welding procedure test. The effective
weld thickness shall be deemed to be the plate thick- Fig. 19.8 Single and double-bevel welds with
ness, or, where the plate thicknesses differ, the lesser defined incomplete root penetration
plate thickness. Where proof of fatigue strength is re- The effective weld thickness may be assumed as the
quired (see Section 20), the detail category depends on thickness of the abutting plate t, where f is the incom-
the execution (quality) of the weld. plete root penetration of 0,2 t with a maximum of
3 mm, which is to be balanced by equally sized double
3.1.3 Where the aforementioned conditions cannot
fillet welds on each side. Where proof of fatigue
be met, e.g. where the welds are accessible from one
strength is required (see Section 20), these welds are
side only, the joints shall be executed as lesser bev-
to be assigned to type D1.
elled welds with an open root and an attached or an
integrally machined or cast, permanent weld pool 3.2.3 Corner, T and double-T (cruciform) joints with both
support (backing) as shown in Fig. 19.6. an unwelded root face c and a defined incomplete root
penetration f shall be made in accordance with Fig. 19.9
30° 30°
f/2 c f/2 c
f/2 f/2
t t
2-3
°
45

2-3
°
45

6 6
Fig. 19.6 Single-side welds with permanent
weld pool supports (backings)
3.2 Corner, T and double-T (cruciform) joints
3.2.1 Corner, T and double-T (cruciform) joints with
complete union of the abutting plates shall be made as
single or double-bevel welds with a minimum root face
and adequate air gap, as shown in Fig. 19.7, and with
grooving of the root and capping from the opposite side.
The effective weld thickness shall be assumed as the
thickness of the abutting plate. Where proof of fatigue
strength is required (see Section 20), the detail cate-
gory depends on the execution (quality) of the weld.
t t
Fig. 19.9 Single and double-bevel welds with
unwelded root face and defined in
complete root penetration
The effective weld thickness shall be assumed as the thick-
ness of the abutting plate t minus (c + f), where f is to be
assigned a value of 0,2 t subject to a maximum of 3 mm.
Where proof of fatigue strength is required (see Section
20), these welds are to be assigned to types D2 or D3.
3.2.4 Corner, T and double-T (cruciform) joints
which are accessible from one side only may be made
in accordance with Fig. 19.10 in a manner analogous
to the butt joints referred to in 3.1.3 using a weld pool
support (backing), or as single-side, single bevel welds
in a manner similar to those prescribed in 3.2.2.

6 f
45°
2-3

2-3
°
45

°
45
»

2-3
45
»

t t
t
Fig. 19.7 Single and double-bevel welds with
full root penetration Fig. 19.10 Single-side welded T joints
Chapter 1 Section 19 B Welded Joints
Page 19–6
The effective weld thickness shall be determined by
analogy with 3.1.3 or 3.2.2, as appropriate. Wherever
possible, these joints should not be used where proof
of fatigue strength is required (see Section 20).
3.2.5 Where corner joints are flush, the weld
shapes shall be as shown in Fig. 19.11 with bevelling
of at least 30° of the vertically drawn plates to avoid
the danger of lamellar tearing. A similar procedure is
to be followed in the case of fitted T joints (uniting
three plates) where the abutting plate is to be socketed
between the aligned plates.
»15°
»15°
2-3 2-3
»30° »30°
»4
Fig. 19.11 Flush fitted corner joints
3.2.6 Where, in the case of T joints, the direction of
the main stress lies in the plane of the horizontal plates
(e.g. the plating) shown in Fig. 19.12 and where the
connection of the perpendicular (web) plates is of
secondary importance, welds uniting three plates may
be made in accordance with Fig. 19.12 (with the ex-
ception of those subjected mainly to dynamic loads).
For the root passes of the three plate weld sufficient
penetration shall be achieved. Sufficient penetration has
to be verified in way of the welding procedure test.
The effective thickness of the weld connecting the
horizontal plates shall be determined in accordance
with 3.2.2. The requisite "a" dimension is determined
by the joint uniting the vertical (web) plates and shall,
where necessary, be determined in accordance with
Table 19.3 or by calculation as for fillet welds.
x³2a
2a
5° 5°
»1 »1
5° »1
to
ts
a
Fig. 19.12 Welding together three plates
The following table shows reference values for the
design of three plate connections at rudders, steering
nozzle, etc.
I - Part 6
GL 2012
plating thickness
to [mm] ≤ 10 12 14 16 18 ≥ 20
min. weld gap
6 7 8 10 11 12
x [mm]
min. web thickness
10 12 14 16 18 20
ts [mm]
3.3 Fillet weld connections
3.3.1 In principle fillet welds are to be of the dou-
ble fillet weld type. Exceptions to this rule (as in the
case of closed box girders and mainly shear stresses
parallel to the weld) are subject to approval in each
individual case. The throat thickness "a" of the weld
(the height of the inscribed isosceles triangle) shall be
determined in accordance with Table 19.3 or by cal-
culation according to C. The leg length of a fillet weld
is to be not less than 1,4 times the throat thickness "a".
For fillet welds at doubling plates, see 2.4.3; for the
welding of the deck stringer to the sheer strake, see
Section 7, A.2.1, and for bracket joints, see C.2.7.
3.3.2 The relative fillet weld throat thicknesses
5° specified in Table 19.3 relate to normal strength and
higher strength hull structural steels and comparable
structural steels. They may also be generally applied
to high-strength structural steels and non-ferrous met-
als provided that the "tensile shear strength" of the
weld metal used is at least equal to the tensile strength
of the base material. Failing this, the "a" dimension
shall be increased accordingly and the necessary in-
crement shall be established during the welding pro-
cedure test (see the GL Rules for Welding in the Vari-
ous Fields of Application (II-3-3), Section 1, F.). Al-
ternatively proof by calculation taking account of the
properties of the weld metal may be presented.
Note
In the case of higher-strength aluminium alloys (e.g.
AlMg4,5Mn0,7), such an increment may be necessary
for cruciform joints subject to tensile stresses, as ex-
perience shows that in the welding procedure tests the
tensile-shear strength of fillet welds (made with match-
ing filler metal) often fails to attain the tensile strength of
the base material. See also the GL Rules for Welding in
the Various Fields of Application (II-3-3), Section 1, F.
3.3.3 The throat thickness of fillet welds shall not
exceed 0,7 times the lesser thickness of the parts to be
»1
5° connected (generally the web thickness). The mini-
mum throat thickness is defined by the expression:
t1 + t 2
a min = [mm],
3
but not less than 3 mm
t1 = lesser (e.g. the web) plate thickness [mm]
t2 = greater (e.g. the flange) plate thickness [mm]
3.3.4 It is desirable that the fillet weld section shall
be flat faced with smooth transitions to the base mate-
rial. Where proof of fatigue strength is required (see
I - Part 6 Section 19 B Welded Joints
GL 2012
Section 20), machining of the weld (grinding to re-
move notches) may be required depending on the
notch category. The weld should penetrate at least
close to the theoretical root point.
3.3.5 Where mechanical welding processes are used
which ensure deeper penetration extending well be-
yond the theoretical root point and where such penetra-
tion is uniformly and dependably maintained under
production conditions, approval may be given for this
deeper penetration to be allowed for in determining the
throat thickness. The effective dimension:
2 emin
a deep = a + [mm]
3 f £ 4 £ 75
shall be ascertained in accordance with Fig. 19.13 and
by applying the term "emin" to be established for each
welding process by a welding procedure test. The
throat thickness shall not be less than the minimum
throat thickness related to the theoretical root point.
e
a
e
a
em
theoretical
in
root centre
Fig. 19.13 Fillet welds with increased penetration
3.3.6 When welding on top of shop primers which
are particularly liable to cause porosity, an increase of
the "a" dimension by up to 1 mm may be stipulated
depending on the welding process used. This is spe-
cially applicable where minimum fillet weld throat
thicknesses are employed. The size of the increase
shall be decided on a case by case basis considering
the nature and severity of the stressing following the
test results of the shop primer in accordance with the
GL Rules for Welding in the Various Fields of Appli-
cation (II-3-3), Section 3, F. This applies in analogous
manner to welding processes where provision has to
be made for inadequate root penetration.
3.3.7 Strengthened filled welds continuous on both
sides are to be used in areas subjected to severe dynamic
loads (e.g. for connecting the longitudinal and transverse
girders of the engine base to top plates close to founda-
tion bolts, see Section 8, D.3.2.5 and Table 19.3), unless
single or double-bevel welds are stipulated in these loca-
tions. In these areas the "a" dimension shall equal 0,7
times the lesser thickness of the parts to be welded.
3.3.8 Intermittent fillet welds in accordance with
Table 19.3 may be located opposite one another (chain
intermittent welds, possibly with scallops) or may be
staggered, see Fig. 19.14. In case of small sections
other types of scallops may be accepted.
In water and cargo tanks, in the bottom area of fuel oil
tanks and of spaces where condensed or sprayed water
may accumulate and in hollow components (e.g. rud-
Chapter 1
Page 19–7
ders) threatened by corrosion, only continuous or
intermittent fillet welds with scallops shall be used.
This applies accordingly also to areas, structures or
spaces exposed to extreme environmental conditions
or which are exposed to corrosive cargo.
There shall be no scallops in areas where the plating
is subjected to severe local stresses (e.g. in the bottom
section of the fore ship) and continuous welds are to
be preferred where the loading is mainly dynamic.
[t]
25
h
r³
h
e £ 150
e
b=e+
e
b=e+
Fig. 19.14 Scallop, chain and staggered welds
3.3.9 The throat thickness au of intermittent fillet
welds is to be determined according to the selected
pitch ratio b/A by applying the formula:
⎛b⎞
au = 1,1 ⋅ a ⎜ ⎟ [mm]
⎝A⎠
a = required fillet weld throat thickness [mm] for
a continuous weld according to Table 19.3 or
determined by calculation
b = pitch = e + A [mm]
e = interval between the welds [mm]
A = length of fillet weld [mm]
The pitch ratio b/A should not exceed 5. The maximum
unwelded length (b – A with scallop and chain welds, or
b/2 – A with staggered welds) should not exceed 25 times
the lesser thickness of the parts to be welded. The length
of scallops should, however, not exceed 150 mm.
3.3.10 Lap joints should be avoided wherever possi-
ble and are not to be used for heavily loaded compo-
nents. In the case of components subject to low loads
lap joints may be accepted provided that, wherever
possible, they are orientated parallel to the direction of
the main stress. The width of the lap shall be
1,5 t + 15 mm (t = thickness of the thinner plate).
Except where another value is determined by calcula-
tion, the fillet weld throat thickness "a" shall equal 0,4
times the lesser plate thickness, subject to the re-
quirement that it shall not be less than the minimum
throat thickness required by 3.3.3. The fillet weld shall
be continuous on both sides and shall meet at the ends.
Chapter 1 Section 19 B Welded Joints I - Part 6
Page 19–8 GL 2012

3.3.11 In the case of plug welding, the plugs should,
wherever possible, take the form of elongated holes
lying in the direction of the main stress. The distance
between the holes and the length of the holes may be
determined by analogy with the pitch "b" and the fillet
weld length "A" in the intermittent welds covered by
3.3.8. The fillet weld throat thickness "au" may be
established in accordance with 3.3.9. The width of the
holes shall be equal to at least twice the thickness of
the plate and shall not be less than 15 mm. The ends of
the holes shall be semi-circular. Plates or sections
placed underneath should at least equal the perforated
plate in thickness and should project on both sides to a
distance of 1,5 × the plate thickness subject to a
maximum of 20 mm. Wherever possible only the
necessary fillet welds shall be welded, while the re-
maining void is packed with a suitable filler. Lug joint
welding is not allowed.
4. Welded joints of particular components
4.2 Joints between section ends and plates
4.2.1 Welded joints connecting section ends and
plates may be made in the same plane or lapped.
Where no design calculations have been carried out or
stipulated for the welded connections, the joints may
be made analogously to those shown in Fig. 19.16.
4.2.2 Where the joint lies in the plane of the plate,
it may conveniently take the form of a single-bevel
butt weld with fillet. Where the joint between the plate
and the section end overlaps, the fillet weld shall be
continuous on both sides and shall meet at the ends.
The necessary "a" dimension is to be calculated in
accordance with C.2.6. The fillet weld throat thickness
is not to be less than the minimum specified in 3.3.3.
h h

d
4.1 Welds at the ends of girders and stiffeners d
2
4.1.1 As shown in Fig. 19.15, the web at the end of
intermittently welded girders or stiffeners is to be
d ³ 1,75 h d ³ h
continuously welded to the plating or the flange plate,
as applicable, over a distance at least equal to the ³ 0,67 h
depth "h" of the girder or stiffener subject to a maxi-
mum of 300 mm. Regarding the strengthening of the
welds at the ends, extending normally over 0,15 of the h
span, see Table 19.3. h
1 1

no scallops 1,7h
d

h h
d

2
20

2
h

b b
b
d ³ 1,5 h d ³ 1,5 h

Fig. 19.15 Welds at the ends of girders and 1

³ 0,75 h
1
³ 0,5 h
stiffeners
³ ³
2 0,33 h 2 0,75 h
4.1.2 The areas of bracket plates should be con-
tinuously welded over a distance at least equal to the
length of the bracket plate. Scallops are to be located Fig. 19.16 Joints uniting section ends and
only beyond a line imagined as an extension of the plates
free edge of the bracket plate.

4.1.3 Wherever possible, the free ends of stiffeners
shall abut against the transverse plating or the webs of
sections and girders so as to avoid stress concentra-
tions in the plating. Failing this, the ends of the stiff-
eners are to be sniped and continuously welded over a
distance of at least 1,7 h subject to a maximum of
300 mm.
4.3 Welded shaft bracket joints
4.3.1 Unless cast in one piece or provided with
integrally cast welding flanges analogous to those
prescribed in 2.1.7 (see Fig. 19.17), strut barrel and
struts are to be connected to each other and to the shell
plating in the manner shown in Fig. 19.18.

4.1.4 Where butt joints occur in flange plates, the 4.3.2 In the case of single-strut shaft brackets no
flange shall be continuously welded to the web on welding is to be performed on the arm at or close to the
both sides of the joint over a distance at least equal to position of constraint. Such components shall be pro-
the width of the flange. vided with integrally forged or cast welding flanges.
I - Part 6 Section 19 C Welded Joints Chapter 1
GL 2012 Page 19–9

[t]

t
tf

[t´] ³ 5 tf
³ 300

[t]

Fig. 19.17 Shaft bracket with integrally cast

welding flanges
t = plate thickness in accordance with Section 14, E.3.1
[mm]
tf = actual flange thickness [mm]
[t]
[t']
tf
³2d³20 t' = + 5 [mm] where tf < 50 mm
0 3
t'

t' = 3 t f [mm] where tf ≥ 50 mm

³ 2 ³ 300
smoothly
rounded joint d Fig. 19.19 Horizontal rudder coupling flanges
contours
D

R ³ 100 m
t = plating thickness in accordance with Section 6, F. [mm] m

d
t' = + 5 [mm] where d < 50 mm
3 a =1 1
b 3÷5
t' = 3 d [mm] where d ≥ 50 mm
R b
For shaft brackets of elliptically shaped cross section d may ³4
be substituted by 2/3 d in the above formulae. 5m
£ 8 mm

final machining m
after welding
Fig. 19.18 Shaft bracket without integrally
cast welding flanges
³ 30° a
2 mm

4.4 Rudder coupling flanges

8
R
4.4.1 Unless forged or cast steel flanges with inte-
grally forged or cast welding flanges in conformity
with 2.1.7 are used, horizontal rudder coupling flanges
are to be joined to the rudder body by plates of gradu- Fig. 19.20 Welded joint between rudder stock and
ated thickness and full penetration single or double- coupling flange
bevel welds as prescribed in 3.2.1, see Fig. 19.19. See
also Section 14, D.1.4 and D.2.4.

4.4.2 Allowance shall be made for the reduced

strength of the coupling flange in the thickness direc- C. Stress Analysis
tion see 1.5 and 2.5. In case of doubt, proof by calcu-
lation of the adequacy of the welded connection shall 1. General analysis of fillet weld stresses
be produced.
1.1 Definition of stresses
4.4.3 The welded joint between the rudder stock
(with thickened collar, see 2.1.8) and the flange shall For calculation purposes, the following stresses in a
be made in accordance with Fig. 19.20. fillet weld are defined (see also Fig. 19.21):
Chapter 1 Section 19 C Welded Joints I - Part 6
Page 19–10 GL 2012

σ⊥ = normal stresses acting vertically to the direc- 2. Determination of stresses

tion of the weld seam
2.1 Fillet welds stressed by normal and shear
τ⊥ = shear stress acting vertically to the direction forces
of the weld seam Flank and frontal welds are regarded as being equal
for the purposes of stress analysis. In view of this,
τII = Shear stress acting in the direction of the
normal and shear stresses are calculated as follows:
weld seam
P
σ = τ = [N/mm2]
∑a⋅A
Joint as shown in Fig. 19.22:
– Stresses in frontal fillet welds:
a
P1
τ⊥ = [N/mm2]
2 ⋅ a ( A1 + A 2 )
s^ tII
t^ P2 P2 ⋅ e
90° τII = ± [N/mm2]
2 ⋅ a ( A1 + A 2 ) 2 ⋅ a ⋅ Ft

Ft = ( A1 + a ) (A2 + a ) [mm2]
a

1
flank fillet weld
a
Fig. 19.21 Stresses in a fillet weld frontal fillet weld

a P1
Normal stresses acting in the direction of the weld
2

seam need not be considered.

a
For calculation purposes the weld seam area is a ⋅ A.
a
Due to equilibrium conditions the following applies to P2
the flank area vertical to the shaded weld seam area:
τ⊥ = σ ⊥ . e

The equivalent stress is to be calculated by the follow- Fig. 19.22 Weld joint of an overlapped lifting eye
ing formula:
– Stresses in flank fillet welds:
σv = σ2⊥ + τ⊥2 + τII2
P2
τ⊥ = [N/mm2]
2 ⋅ a ( A1 + A 2 )
1.2 Definitions
P1 P2 ⋅ e
a = throat thickness [mm] τII = ± [N/mm2]
2 ⋅ a ( A1 + A 2 ) 2 ⋅ a ⋅ Ft
A = length of fillet weld [mm]
A1, A2, e [mm]
P = single force [N]
– Equivalent stress for frontal and flank fillet welds:
M = bending moment at the position considered
[Nm] σv = τ2⊥ + τII2
Q = shear force at the point considered [N]
Joint as shown in Fig. 19.23:
S = first moment of the cross sectional area of the
flange connected by the weld to the web in P2 3 ⋅ P1 ⋅ e
relation to the neutral beam axis [cm3] τ⊥ = + [N/mm2]
2 ⋅ A ⋅ a A2 ⋅ a
I = moment of inertia of the girder section [cm4]
P1
W = section modulus of the connected section τII = [N/mm2]
[cm2] 2 ⋅ A ⋅ a
I - Part 6 Section 19 C Welded Joints Chapter 1
GL 2012 Page 19–11

P2 Ss(z) = the first moment of the connected

weld section at the point under con-
sideration [cm3]
P1
z = distance from the neutral axis [cm]
– Equivalent stress:
e

It has to be proved that neither σ⊥max in the

region of the flange nor τIImax in the region of
the neutral axis nor the equivalent stress
Fig. 19.23 Weld joint of a vertically mounted σv = σ2⊥ + τII2 exceed the permitted limits
lifting eye
given in 2.8 at any given point. The equivalent
Equivalent stress: stress σv should always be calculated at the
web-flange connection
σv = τ2⊥ + τII2
2.3 Fillet weld joints stressed by bending and
torsional moments and shear forces
2.2 Fillet weld joints stressed by bending mo-
ments and shear forces Regarding the normal and shear stresses resulting
from bending, see 2.2. Torsional stresses resulting
The stresses at the fixing point of a girder are calcu- from the torsional moment MT are to be calculated:
lated as follows (in Fig. 19.24 a cantilever beam is
given as an example): M T ⋅ 103
τT = [N/mm 2 ]
2 ⋅ a ⋅ Am
Q
MT = torsional moment [Nm]
Am = sectional area [mm²] enclosed by the weld
eo seam
z
M x x The equivalent stress composed of all three compo-
nents (bending, shear and torsion) is calculated by
eu
means of the following formulae:

σv = σ2⊥ + τ2 + τT2 [N/mm 2 ],

II

Fig. 19.24 Fixing point of a cantilever beam where τII and τT have not the same direction

– Normal stress due to bending moment:

( )
2 2
σv = σ⊥ + τII + τT [N/mm 2 ],
M
σ⊥ ( z) = z [N/mm2 ]
Is where τII and τT have the same direction

M
σ⊥ max = eu [N/mm2 ], if eu > e0 2.4 Continuous fillet weld joints between web
Is
and flange of bending girders
M The stresses are to be calculated in way of maximum
= e0 [N/mm2 ], if eu < e0
Is shear forces. Stresses in the weld's longitudinal direc-
tion need not be considered.
– Shear stress due to shear force: In the case of continuous double fillet weld connec-
tions the shear stress is to be calculated as follows:
Q ⋅ Ss ( z )
τII ( z ) = [N/mm 2 ] Q ⋅ S
10 ⋅ Is ⋅ ∑ a τII = [N/mm 2 ]
20 ⋅ I ⋅ a
Q ⋅ Ss max
τII max = [N/mm 2 ]
20 ⋅ Is ⋅ a The fillet weld thickness required is:

Is = moment of inertia of the welded joint Q ⋅ S

a req = [mm]
related to the x-axis [cm4] 20 ⋅ I ⋅ τzul
Chapter 1 Section 19 C Welded Joints I - Part 6
Page 19–12 GL 2012

2.5 Intermittent fillet weld joints between web As the influence of the shear force can generally be
and flange of bending girders neglected, the required fillet weld thickness may be
determined by the following formula:
Shear stress:
W ⋅ 103
Q ⋅ S ⋅ α ⎛b⎞ 2 a req = [mm]
τII = ⎜ ⎟ [N/mm ] 1,5 ⋅ c ⋅ d
20 ⋅ I ⋅ a ⎝ A ⎠
2.6.2 Profiles joined by means of two flank and
b = pitch two frontal fillet welds (all round welding as shown in
α = 1,1 stress concentration factor which takes Fig. 19.27):
into account increases in shear stress at Q
the ends of the fillet weld seam "A" τ⊥ = [N/mm2 ]
a ( 2 d + A1 + A 2 )

M ⋅ 103
τII = [N/mm2 ]
a ⋅ c ( 2d + A1 + A 2 )

The equivalent stress is:

b
σv = τ2⊥ + τII2
Fig. 19.25 Intermittent fillet weld joint
The fillet weld thickness required is: W ⋅ 103
a req = [mm]
Q ⋅ S ⋅ 1,1 ⎛ b ⎞ ⎛ A + A2 ⎞
a req = [mm] 1,5 ⋅ c ⋅ d ⎜1 + 1 ⎟
20 ⋅ I ⋅ τzul ⎜⎝ A ⎟⎠ ⎝ 2d ⎠

2.6 Fillet weld connections on overlapped M Q

profile joints d
2.6.1 Profiles joined by means of two flank fillet
2

welds (see Fig. 19.26):

1
c

Q
τ⊥ = [N/mm 2 ]
r

2 ⋅ a ⋅ d Fig. 19.27 Profile joined by means of two flank and

two frontal fillet welds (all round welding)
M ⋅ 103
τII = [N/mm 2 ] 2.7 Bracket joints
2 ⋅ a ⋅ c ⋅ d
Where profiles are joined to brackets as shown in Fig.
The equivalent stress is: 19.28, the average shear stress is:

3 ⋅ M ⋅ 103 Q
σv = τ2⊥ + τ2 τ = + [N/mm2 ]
II 4 ⋅ a ⋅ d 2 2 ⋅ a ⋅ d

c, d, A1 , A 2 , r [mm] see Fig. 19.26 d = length of overlap [mm]

3 A1 − A 2 d
c = r +
4
[ mm] Q
d
M

M Q
d

d
2

1
c

Fig. 19.28 Bracket joint with idealized stress dis-

Fig. 19.26 Profile joined by means of two flank tribution resulting from moment M
fillet joints and shear force Q
I - Part 6 Section 19 C Welded Joints Chapter 1
GL 2012 Page 19–13

The required fillet weld thickness is to be calcu- 2.8 Permissible stresses

lated from the section modulus of the profile as fol-
The permissible stresses for various materials under
lows:
mainly static loading conditions are given in Table
19.2. The values listed for high strength steels, austen-
1 000 ⋅ W itic stainless steels and aluminium alloys are based on
a req = [mm]
d2 the assumption that the strength values of the weld
metal used are at least as high as those of the parent
metal. If this is not the case, the "a"-value calculated
(The shear force Q has been neglected.) shall be increased accordingly (see also B.3.3.2).

Table 19.2 Permissible stresses in fillet weld seams

Permissible stresses [N/mm2]

ReH or Rp0,2
Material equivalent stress,
[N/mm2] shear stress
σvp, τp
normal strength
GL–A/B/D/E 235 115
hull structural steel
GL–A/D/E/F 32 315 145
higher strength
GL–A/D/E/F 36 355 160
structural steel
GL–A/D/E/F 40 390 175
S 460 460 200
high strength steels
S 690 685 290
1.4306/304 L 180
1.4404/316 L 190
1.4435/316 L 190
110
1.4438/317 L 195

austenitic and austenitic- 1.4541/321 205

ferritic stainless steels 1.4571/316 Ti 215
1.4406/316 LN 280
1.4429/316 LN 295 130
1.4439/317 LN 285
1.4462/318 LN 480 205

AlMg3/5754 80 1 35

AlMg4,5Mn0,7/5083 125 1 56
aluminium alloys
AlMgSi/6060 65 2 30

AlSi1MgMn/6082 110 2 45
1 Plates, soft condition
2 Sections, cold hardened
Chapter 1 Section 19 C Welded Joints I - Part 6
Page 19–14 GL 2012

Table 19.3 Fillet weld connections

Basic thickness of
fillet welds a/t0 1 Intermittent
Structural parts to be connected fillet welds
for double continuous
permissible 3
fillet welds 2
Bottom structures
transverse and longitudinal girders to each other 0,35 ×
– to shell and inner bottom 0,20 ×
centre girder to flat keel and inner bottom 0,40
transverse and longitudinal girders and stiffeners including shell plating in way of 0,30
bottom strengthening forward
machinery space
transverse and longitudinal girders to each other 0,35
– to shell and inner bottom 0,30
inner bottom to shell 0,40
sea chests, water side 0,50
inside 0,30
Machinery foundation
longitudinal and transverse girders to each other and to the shell 0,40
– to inner bottom and face plates 0,40
– to top plates 0,50 4
– in way of foundation bolts 0,70 4
– to brackets and stiffeners 0,30
longitudinal girders of thrust bearing to inner bottom 0,40
Decks
– to shell (general) 0,40
Frames, stiffeners, beams etc.
general 0,15 ×
in peak tanks 0,30 ×
bilge keel to shell 0,15
Transverses, longitudinal and transverse girders
general 0,15 ×
within 0,15 of span from supports 0,25
cantilevers 0,40
pillars to decks 0,40
Bulkheads, tank boundaries, walls of superstructures and deckhouses
– to decks, shell and walls 0,40
Rudder
plating to webs 0,25 ×
Stem
plating to webs 0,25 ×
1 t0 = Thickness of the thinner plate.
2 In way of large shear forces larger throat thicknesses may be required on the bases of calculations according to C.
3 For intermittent welding in spaces liable to corrosion B.3.3.8 is to be observed.
4 For plate thicknesses exceeding 15 mm single or double bevel butt joints with, full penetration or with defined incomplete root penetration
according to Fig. 19.8 to be applied.
5 excepting hatch covers above holds provided for ballast water.
I - Part 6 Section 20 A Fatigue Strength Chapter 1
GL 2012 Page 20–1

Section 20

Fatigue Strength

Preface N = number of endured stress cycles accord-

The proof of sufficient fatigue strength, i. e. the
strength against crack initiation under dynamic loads
during operation, is useful for judging and reducing
the probability of crack initiation of structural mem-
bers during the design stage.
Due to the randomness of the load process, the
spreading of material properties and fabrication fac-
tors and to effects of ageing, crack initiation cannot be
completely excluded during later operation. Therefore
among other things periodical surveys are necessary.
A. General
1. Definitions
s (+)
smax
ing to S-N curve (= endured stress cycles
under constant amplitude loading)
ΔσR = fatigue strength reference value of S-N
curve at 2 ⋅ 106 cycles of stress range
[N/mm2] (= FAT class according to Table
20.3)
fm = correction factor for material effect
fR = correction factor for mean stress effect
fw = correction factor for weld shape effect
fi = correction factor for importance of struc-
tural element
ft = correction factor for thickness effect
fs = additional correction factor for structural
stress analysis
fn = factor considering stress spectrum and
number of cycles for calculation of per-
missible stress range
ΔσRc = corrected fatigue strength reference value

Ds

of S-N curve at 2 ⋅ 106 stress cycles

[N/mm2]
sm

D = cumulative damage ratio

smin

time
(-) 2. Scope

Fig. 20.1 Dynamic load cycle 2.1 A fatigue strength analysis is to be performed
for structures which are predominantly subjected to
Δσ = applied stress range (σmax – σmin) cyclic loads. Items of equipment, e.g. hatch cover
resting pads or equipment holders, are thereby also to
[N/mm2], see also Fig. 20.1 be considered. The notched details i. e. the welded
σmax = maximum upper stress of a stress cycle joints as well as notches at free plate edges are to be
considered individually. The fatigue strength assess-
[N/mm2]
ment is to be carried out either on the basis of a per-
σmin = maximum lower stress of a stress cycle missible peak stress range for standard stress spectra,
see B.2.1 or on the basis of a cumulative damage ratio,
[N/mm2]
see B.2.2.
Δσmax = applied peak stress range within a stress
range spectrum [N/mm2] 2.2 No fatigue strength analysis is required if the
peak stress range due to dynamic loads in the seaway
σm = mean stress (σmax/2 + σmin/2) [N/mm2] (stress spectrum A according to 2.4) and/or due to
changing draught or loading conditions, respectively,
Δσp = permissible stress range [N/mm2] fulfils the following conditions:

Δτ = Corresponding range for shear stress – peak stress range only due to seaway-induced
[N/mm2] dynamic loads:

n = number of applied stress cycles Δσmax ≤ 2,5 ΔσR

Chapter 1 Section 20 A Fatigue Strength
Page 20–2
– sum of the peak stress ranges due to seaway-
induced dynamic loads and due to changes of
draught or loading condition, respectively:
Δσmax ≤ 4, 0 ΔσR
Note
For welded steel structures of FAT class 80 or higher
a fatigue strength analysis is required only in case of
extraordinary high dynamic stresses.
2.3 The rules are applicable to constructions
made of normal and higher-strength hull structural
steels according to Section 2, B. as well as aluminium
alloys. Other materials such as cast steel can be treated
in an analogous manner by using appropriate design
S-N curves.
Low cycle fatigue problems in connection with exten-
sive cyclic yielding have to be specially considered.
When applying the following rules, the calculated
nominal stress range should not exceed 1,5 times the
yield strength. In special cases the fatigue strength
analysis may be performed by considering the local
elasto-plastic stresses.
2.4 The stress ranges Δσ which are to be ex-
pected during the service life of the ship or structural
component, respectively, may be described by a stress
range spectrum (long-term distribution of stress range)
Fig. 20.2 shows three standard stress range spectra A,
B and C, which differ from each other in regard to the
distribution of stress range Δσ as a function of the
number of load cycles.
C 1,0
B change in mean stress is less than the maximum sea-
Dsmax
A
0,5
Ds
0 specified, 103 load cycles have to be assumed for
log 1 log n max
log n
A : straight-line spectrum (typical stress range
spectrum of seaway-induced stress ranges)
B : parabolic spectrum (approximated normal
distribution of stress range Ds acc. DIN
15018)
C : rectangular spectrum (constant stress range
within the whole spectrum; typical spectrum
of engine- or propeller-excited stress ranges)
Fig. 20.2 Standard stress range spectra A, B and C
I - Part 6
GL 2012
In case of only seaway-induced stresses, for a design
lifetime of about 20 years normally the stress range
spectrum A is to be assumed with a number of cycles
nmax = 5 ⋅ 107.
For design lifetime of 30 years the number of cycles
nmax = 7,5 ⋅ 107 is to be assumed.
The maximum and minimum stresses result from the
maximum and minimum relevant seaway-induced
load effects. The different load-effects for the calcula-
tion of Δσmax are, in general, to be superimposed
conservatively. Table 20.1 shows examples for the
individual loads which have to be considered in nor-
mal cases.
Under extreme seaway conditions stress ranges ex-
ceeding Δσmax occur. These stress ranges, which load
cycles are to be generally assumed with n < 104, can
be neglected regarding the fatigue life, when the stress
ranges Δσmax derived from loads according to Table
20.1 are assigned to the spectrum A.
For ships of unconventional hull shape and for ships for
which a special mission profile applies, a stress range
spectrum deviating from spectrum A may be applied
which may be evaluated by the spectral method.
Other significant fluctuating stresses, e.g. in longitudi-
nals due to deflections of supporting transverses, in
longitudinal and transverse structures due to torsional
deformations as well as additional stresses due to the
application of non-symmetrical sections, have to be
considered, see Section 3, K.
2.5 Additional stress cycles resulting from chang-
ing mean stresses, e.g. due to changing loading condi-
tions or draught, need generally not be considered as
long as the seaway-induced stress ranges are deter-
mined for the loading condition being most critical
with respect to fatigue strength and the maximum
way-induced stress range.
Larger changes in mean stress are to be included in the
stress range spectrum by conservative super position-
ing of the largest stress ranges (e.g. in accordance with
the "rain flow counting method"). If nothing else is
changes in loading condition or draught.
2.6 The fatigue strength analysis is, depending on
the detail considered, based on one of the following
types of stress:
– For notches of free plate edges the notch stress
σk, determined for linear-elastic material behav-
iour, is relevant, which can normally be calcu-
lated from a nominal stress σn and a theoretical
stress concentration factor Kt. Values for Kt are
given in Section 3, Fig. 3.8 and 3.9 for different
types of cut-outs. The fatigue strength is deter-
mined by the FAT class (ΔσR) according to
Table 20.3, type E2 and E3.
I - Part 6 Section 20 A Fatigue Strength Chapter 1
GL 2012 Page 20–3

Table 20.1 Maximum and minimum value for seaway induced cyclic loads

Load Maximum load Minimum load

Vertical bending moments MSW + f Q ⋅ M WVhog MSW + fQ ⋅ M WVsag

(Section 5, B.) 1

Vertical bending moments

and horizontal wave bending (
MSW + fQ ⋅ 0,6 ⋅ MWVhog + MWH ) (
MSW + fQ ⋅ 0,6 ⋅ MWVsag − MWH )
moments 1 (Section 5, B.)

Loads on weather decks 2 pD 0

(Section 4, B.1.)

Loads on ship's sides 2, 4 ⎛ z⎞ ⎛ z⎞

10 ( T − z ) + p0 ⋅ cF ⎜1 + ⎟ 10 ( T − z ) − p0 ⋅ c F ⎜ 1 + ⎟
– below T ⎝ T⎠ ⎝ T⎠
20 but ≥ 0
– above T
p0 ⋅ cF
(Section 4, B.2.) 10 + z − T 0

Loads on ship's bottom 2, 4 10 T + p0 ⋅ cF 10 T − p0 ⋅ cF

(Section 4, B.3.)

Liquid pressure upright 4 9,81⋅ h1 ⋅ ρ (1 + av ) + 100 pv 9,81 ⋅ h1 ⋅ ρ (1 − a v ) + 100 p v

in completely
filled tanks 9,81 ⋅ ρ [h1 ⋅ cos ϕ 9,81 ⋅ ρ [h1 ⋅ cos ϕ + ( 0,3 ⋅ b − y )
(Section 4, D.1.) heeled
+ ( 0,3 ⋅ b + y ) sin ϕ] + 100 p v ⋅ sin ϕ] + 100 p v but ≥ 100 p v

p (1 + a v ) p (1 − a v )
Loads due to cargo 5
(Section 4, C.1.1 and E.1) p ⋅ a x ⋅ 0, 7 − p ⋅ a x ⋅ 0, 7
p ⋅ a y ⋅ 0,7 − p ⋅ a y ⋅ 0, 7

Loads due to friction

Ph – Ph
forces 3
(Section 17, B.4.5.5)

Loads due to rudder forces 3 CR – CR

(Section 14, B.) QR – QR
1 Maximum and minimum load are to be so determined that the largest applied stress range Δσ as per Figure 20.1 at conservative mean
stress is obtained having due regard to the sign (plus, minus). For fF, fQ see Section 5, D.1.
2 With probability factor f for calculation of p0 according to Section 4, A.2.2, however:
f = 1,0 for stiffeners if no other cyclic load components are considered
3 In general, the largest load is to be taken in connection with the load spectrum B without considering further cyclic loads.
4 Assumption of conservative superpositioning of sea and tank pressures within 0,2 < x/L ≤ 0,7: Where appropriate, proof is to be fur-
nished for Tmin.
5 Probability factor fQ = 1,0 used for determination of a0 and further calculation of ax and ay according to Section 4, E.1.
Chapter 1 Section 20 B Fatigue Strength
Page 20–4
– For welded joints the fatigue strength analysis is
normally based on the nominal stress σn at the
structural detail considered and on an appropri-
ate detail classification as given in Table 20.3,
which defines the FAT class (ΔσR).
– For those welded joints, for which the detail
classification is not possible or additional
stresses occur, which are not or not adequately
considered by the detail classification, the fatigue
strength analysis may be performed on the basis
of the structural stress σs in accordance with C.
3. Quality requirements (fabrication toler-
ances)
3.1 The detail classification of the different
welded joints as given in Table 20.3 is based on the
assumption that the fabrication of the structural detail
or welded joint, respectively, corresponds in regard to
external defects at least to quality group B according
to DIN EN ISO 5817 and in regard to internal defects
at least to quality group C. Further information about
the tolerances can also be found in the GL Rules for
Design, Fabrication and Inspection of Welded Joints
(II-3-2).
3.2 Relevant information have to be included in
the manufacturing document for fabrication. If it is not
possible to comply with the tolerances given in the
standards, this has to be accounted for when designing
the structural details or welded joints, respectively. In
special cases an improved manufacture as stated in 3.1
may be required, e.g. stricter tolerances or improved
weld shapes, see also B.3.2.4.
3.3 The following stress increase factors km for
considering significant influence of axial and angular
misalignment are already included in the fatigue
strength reference values ΔσR (Table 20.3):
km = 1,15 butt welds (corresponding type A1, A2, A11)
= 1,30 butt welds (corresponding type A3–A10)
= 1,45 cruciform joints (corresponding type D1– D5)
= 1,25 fillet welds on one plate surface
(corresponding type C7, C8)
Other additional stresses need to be considered sepa-
rately.
B. Fatigue Strength Analysis for Free Plate
Edges and for Welded Joints Using Detail
Classification
1. Definition of nominal stress and detail
classification for welded joints
1.1 Corresponding to their notch effect, welded
joints are normally classified into detail categories con-
I - Part 6
GL 2012
sidering particulars in geometry and fabrication, in-
cluding subsequent quality control, and definition of
nominal stress. Table 20.3 shows the detail classifica-
tion based on recommendations of the International
Institute of Welding (IIW) giving the FAT class (ΔσR)
for structures made of steel or aluminium alloys (Al).
In Table 20.4 ΔσR-values for steel are given for some
intersections of longitudinal frames of different shape
and webs, which can be used for the assessment of the
longitudinal stresses.
It has to be noted that some influence parameters
cannot be considered by the detail classification and
that a large scatter of fatigue strength has therefore to
be expected.
1.2 Details which are not contained in Table 20.3
may be classified either on the basis of local stresses
in accordance with C. or, else, by reference to pub-
lished experimental work or by carrying out special
fatigue tests, assuming a sufficiently high confidence
level (see 3.1) and taking into account the correction
factors as given in C.4.
1.3 Regarding the definition of nominal stress,
the arrows in Table 20.3 indicate the location and
direction of the stress for which the stress range is to
be calculated. The potential crack location is also
shown in Table 20.3. Depending on this crack loca-
tion, the nominal stress range has to be determined by
using either the cross sectional area of the parent metal
or the weld throat thickness, respectively. Bending
stresses in plate and shell structures have to be incor-
porated into the nominal stress, taking the nominal
bending stress acting at the location of crack initiation.
Note
The factor Ks for the stress increase at transverse butt
welds between plates of different thickness (see type
A5 in Table 20.3) can be estimated in a first approxi-
mation as follows:
t2
Ks =
t1
t1 = smaller plate thickness
t2 = larger plate thickness
Additional stress concentrations which are not charac-
teristic of the FAT class itself, e.g. due to cut-outs in
the neighbourhood of the detail, have also to be incor-
porated into the nominal stress.
1.4 In the case of combined normal and shear
stress the relevant stress range is to be taken as the
range of the principal stress at the potential crack
location which acts approximately perpendicular
(within ± 45°) to the crack front as shown in Table
20.3 as long as it is larger than the individual stress
components.
I - Part 6 Section 20 B Fatigue Strength Chapter 1
GL 2012 Page 20–5

1.5 Where solely shear stresses are acting the life is to be established (see A.2.4) and the cumulative
largest principal stress σ1 = τ may be used in combi- damage ratio D is to be calculated as follows:
nation with the relevant FAT class. I
D = ∑ ( ni Ni )
2. Permissible stress range for standard i =1
stress range spectra or calculation of the
cumulative damage ratio I = total number of blocks of the stress range
spectrum for summation (normally I ≥ 20)
2.1 For standard stress range spectra according to ni = number of stress cycles in block i
Fig. 20.2, the permissible peak stress range can be
calculated as follows: Ni = number of endured stress cycles determined
from the corrected design S-N curve (see 3.)
Δσ p = f n ⋅ ΔσRc taking Δσ = Δσi
ΔσRc = FAT class or fatigue strength reference Δσi = stress range of block i
value, respectively, corrected according to
3.2 To achieve an acceptable high fatigue life, the cumula-
fn = factor as given in Table 20.2 tive damage ratio should not exceed D = 1.

The peak stress range of the spectrum shall not exceed
the permissible value, i.e.
Δσmax ≤ Δσp
2.2 If the fatigue strength analysis is based on the
calculation of the cumulative damage ratio, the stress
range spectrum expected during the envisaged service
If the expected stress range spectrum can be superim-
posed by two or more standard stress spectra accord-
ing to A.2.4, the partial damage ratios Di due to the
individual stress range spectra can be derived from
Table 20.2. In this case a linear relationship between
number of load cycles and cumulative damage ratio
may be assumed. The numbers of load cycles given in
Table 20.2 apply for a cumulative damage ratio of
D = 1.

Table 20.2 Factor fn for the determination of the permissible stress range for standard stress range spectra

Welded Joints Plates Edges

Stress
range (mo = 3) Type E1 (mo = 5) Type E2, E2a (mo = 4) Type E3 (mo = 3,5)
spec- nmax = nmax = nmax = nmax =
trum
103 105 5 ⋅ 107 108 3 ⋅ 108 103 105 5 ⋅ 107 108 3 ⋅ 108 103 105 5 ⋅ 107 108 3 ⋅ 108 103 105 5 ⋅ 107 108 3 ⋅ 108

(8,63) (10,3)
A (17,2) 3,53 3,02 2,39 (8,1) 3,63 3,32 2,89 3,66 3,28 2,76 3,65 3,19 2,62
(9,20)3 (12,2)2

(10,30) 5,50 6,6

B (9,2) 1,67 1,43 1,15 (9,5) 5,0 1,95 1,78 1,55 1,86 1,65 1,40 1,78 1,55 1,28
(11,20)3 5,903 7,52

0,424 0,369 0,296 0,606 0,561 0,500 0,532 0,482 0,411 0,483 0,430 0,358
C (12,6) 2,71 (4,57) 1,82 (4,57) 1,82 (4,57) 1,82
0,5431 0,5261 0,5011 0,6731 0,6531 0,6211 0,6211 0,6021 0,5731 0,5871 0,5691 0,5411

For definition of type E1 to type E3 see Table 20.3

For definition of mo see 3.1.2
The values given in parentheses may be applied for interpolation.
For interpolation between any pair of values (nmax1; fn1) and (nmax2; fn2), the following formula may be applied in the case of stress spectrum
A or B:

log ( f n2 f n1 )
log fn = log f n1 + log ( n max n max1 )
log ( n max 2 n max1 )

For the stress spectrum C intermediate values may be calculated according to 3.1.2 by taking N = nmax and fn = Δσ/ΔσR.

1 f for non-corrosive environment, see also 3.1.4.

n
2 for Δσ = 100 [N/mm2]
R
3 for Δσ = 140 [N/mm2]
R
Chapter 1 Section 20 B Fatigue Strength I - Part 6
Page 20–6 GL 2012

3. Design S-N curves m0 = inverse slope in the range N ≤ 1 ⋅ 107

= 3 for welded joints
3.1 Description of the design S-N curves
= 3,5 ÷ 5 for free plate edges
3.1.1 The design S-N curves for the calculation of (see Fig. 20.4)
the cumulative damage ratio according to 2.2 are
shown in Fig. 20.3 for welded joints at steel and in The S-N curve for FAT class 160 forms the upper limit
Fig. 20.4 for notches at plate edges of steel plates. for the S-N curves of free edges of steel plates with
For aluminium alloys (Al) corresponding S-N curves detail categories 100 – 150 in the range of low stress
apply with reduced reference values of the S-N cycles, see Fig. 20.4. The same applies accordingly to
curves (FAT classes) ΔσR acc. to Table 20.3. The S- FAT classes 32 - 40 of aluminium alloys with an upper
N curves represent the lower limit of the scatter band limit of FAT 71, see type E1 in Table 20.3.
of 95 % of all test results available (corresponding to
3.1.3 For structures subjected to variable stress
97,5 % survival probability) considering further det-
ranges, the S-N curves shown by the solid lines in Fig.
rimental effects in large structures.
20.3 and Fig. 20.4 have to be applied (S-N curves of
To account for different influence factors, the design type "M"), i.e.
S-N curves have to be corrected according to 3.2. m = m0 for N ≤ 107 (Q ≤ 0)

3.1.2 The S-N curves represent section-wise linear m = 2 ⋅ m0 – 1 for N > 107 (Q > 0)
relationships between log (Δσ) and log (N):
3.1.4 For stress ranges of constant magnitude (stress
log (N) = 7, 0 + m ⋅ Q range spectrum C) in non-corrosive environment from
N = 1 ⋅ 107 the S-N curves of type "O" in Fig. 20.3 and
20.4 can be used, thus:
Q = log (ΔσR/Δσ) – 0,69897/m0
m = m0 for N ≤ 107 (Q ≤ 0)
m = slope exponent of S-N curve, see 3.1.3 and
3.1.4 m = 22 for N > 107 (Q > 0)

1000
Ds [N/mm2]

FAT class
( N = 2·106 )

125
100
80 112
100 63 90 "O" m=5
50 71
40 56
45
36

m0 = 3

"M"
10
1·107

104 105 106 107 108 N 5·108

Fig. 20.3 S-N curves for welded joints at steel

I - Part 6 Section 20 B Fatigue Strength Chapter 1
GL 2012 Page 20–7

1000
Ds [N/mm2]

m0 = 5 FAT class
m0 = 4 ( N = 2·106 )
m=9
140 160
100 "O" m=7
125
100
m0 = 3.5

m=6
"M"

1·107
10
104 105 106 107 108 5·108
N

Fig. 20.4 S-N curves for notches at plate edges of steel plates

3.2 Correction of the reference value of the Δσ max

design S-N curve σm ≥
2
fR = 1, 0
3.2.1 A correction of the reference value of the S-N
curve (FAT class) is required to account for additional – in the range of alternating stresses, i.e.
influence factors on fatigue strength as follows:
Δσ max Δσmax
− ≤ σm ≤
ΔσRc = f m ⋅ f R ⋅ f w ⋅ fi ⋅ f t ⋅ ΔσR 2 2
⎛ 2 ⋅ σm ⎞
f R = 1 + c ⎜1 − ⎟
fm, fR, fw, fi, ft defined in 3.2.2 – 3.2.6 ⎝ Δσ max ⎠

– in the range of compressive pulsating stresses, i.e.

For the description of the corrected design S-N curve,
the formulae given in 3.1.2 may be used by replacing Δσmax
σm ≤ −
ΔσR by ΔσRc. 2
fR = 1 + 2 ⋅ c
3.2.2 Material effect (fm)
c = 0 for welded joints subjected to constant
For welded joints it is generally assumed that the stress cycles (stress range spectrum C)
fatigue strength is independent of steel strength, i.e.: = 0,15 for welded joints subjected to variable
stress cycles (corresponding to stress
f m = 1, 0 range spectrum A or B)
= 0,3 for unwelded base material
For free edges at steel plates the effect of the mate-
rial's yield strength is accounted for as follows: 3.2.4 Effect of weld shape (fw)
In normal cases:
R eH − 235
fm = 1 +
1200 f w = 1, 0
For aluminium alloys, fm = 1 generally applies. A factor fw > 1,0 applies for welds treated e.g. by grind-
ing. Grinding removes surface defects such as slag in-
3.2.3 Effect of mean stress (fR) clusions, porosity and crack-like undercuts, to achieve
a smooth transition from the weld to the base material.
The correction factor is calculated as follows: Final grinding shall be performed transversely to the
weld direction. The depth should be about 0,5 mm
– in the range of tensile pulsating stresses, i.e. larger than the depth of visible undercuts.
Chapter 1 Section 20 C Fatigue Strength
Page 20–8
For ground weld toes of fillet and K-butt welds ma-
chined by:
– disc grinder: fw = 1,15
– burr grinder: fw = 1,30
Premise for this is that root and internal failures can be
excluded. Application of toe grinding to improve fatigue
strength is limited to following details of Table 20.3:
– butt welds of type A2, A3 and A5 if they are
ground from both sides
– non-load-carrying attachments of type C1, C2,
C5 and C6 if they are completed with a full pe-
netration weld
– transverse stiffeners of type C7
– doubling plates of type C9 if the weld throat
thickness acc. to Section 19 was increased by 30 %
– cruciform and T-joints of type D1 with full pe-
netration welds
The corrected FAT class that can be reached by toe
grinding is limited for all types of welded connections
of steel to fW ⋅ ΔσR = 100 N/mm2 and of aluminium to
fW ⋅ ΔσR = 40 N/mm2.
For butt welds ground flush the corresponding refer-
ence value of the S-N curve (FAT class) has to be
chosen, e.g. type A1, A10 or A12 in Table 20.3.
For endings of stiffeners or brackets, e.g. type C2 in
Table 20.3, which have a full penetration weld and are
completely ground flush to achieve a notch-free transi-
tion, the following factor applies:
f w = 1, 4
The assessment of a local post-weld treatment of the
weld surface and the weld toe by other methods e.g. ultra-
sonic impact treatment has to be agreed on in each case.
3.2.5 Influence of importance of structural ele-
ment (fi)
In general the following applies:
fi = 1, 0
For secondary structural elements failure of which
may cause failure of larger structural areas, the correc-
tion factor fi is to be taken as:
fi = 0,9
For notches at plate edges in general the following
correction factor is to be taken which takes into ac-
count the radius of rounding:
fi = 0,9 + 5 r ≤ 1, 0
r = notch radius [mm]; for elliptical roundings
the mean value of the two main half axes may
be taken.
I - Part 6
GL 2012
3.2.6 Plate thickness effect
In order to account for the plate thickness effect, ap-
plication of the reduction factor ft is required by GL
for butt welds oriented transversely to the direction of
applied stress for plate thicknesses t > 25 mm.
n
⎛ 25 ⎞
ft = ⎜ ⎟
⎝ t ⎠
n = 0,17 as welded
= 0,10 toe-ground
For all other weld connections consideration of the
thickness effect may be required subject to agreement
with GL.
C. Fatigue Strength Analysis for Welded
Joints Based on Local Stresses
1. Alternatively to the procedure described in
the preceding paragraphs, the fatigue strength analysis
for welded joints may be performed on the basis of
local stresses. For common plate and shell structures
in ships the assessment based on the so-called struc-
tural (or hot-spot) stress σs is normally sufficient.
The structural stress is defined as the stress being
extrapolated to the weld toe excluding the local stress
concentration in the local vicinity of the weld, see Fig.
20.5.
ss s
Fig. 20.5 Structural stress
2. The structural stress can be determined by
measurements or numerically e.g. by the finite ele-
ment method using shell or volumetric models under
the assumption of linear stress distribution over the
plate thickness. Normally the stress is extrapolated
linearly to the weld toe over two reference points
which are located 0,5 and 1,5 × plate thickness away
from the weld toe. In some cases the structural stress
can be calculated from the nominal stress σn and a
structural stress concentration factor Ks, which has
been derived from parametric investigations using the
methods mentioned. Parametric equations should be
used with due consideration of their inherent limita-
tions and accuracy.
I - Part 6 Section 20 C Fatigue Strength Chapter 1
GL 2012 Page 20–9

3. For the fatigue strength analysis based on 1

structural stress, the S-N curves shown in Fig. 20.3 fs =
Δσs,b
apply with the following reference values: k 'm − (k 'm − 1)
Δσs,max
ΔσR = 100 (resp. 40 for Al):
Δσs,max = applied peak stress range within a stress
for the butt welds types A1 –A 6 and for K-butt range spectrum
welds with fillet welded ends, e.g. type D1 in
Table 20.3, and for fillet welds which carry no Δσs,b = bending portion of Δσs,max
load or only part of the load of the attached
plate, type C1- C9 in Table 20.3 k'm = km – 0,05
km = stress increase factor due to misalign-
ΔσR = 90 (resp. 36 for Al): ments under axial loading, at least km acc.
for fillet welds, which carry the total load of the A.3.3.
attached plate, e.g. type D2 in Table 20.3.
The permissible stress range or cumulative damage ra-
In special cases, where e.g. the structural stresses are tio, respectively, has to be determined according to B.2.
obtained by non-linear extrapolation to the weld toe
and where they contain a high bending portion, in- 5. In addition to the assessment of the structural
creased reference values of up to 15 % can be allowed. stress at the weld toe, the fatigue strength with regard
to root failure has to be considered by analogous ap-
4. The reference value ΔσRc of the corrected plication of the respective FAT class, e.g. type D3 of
Table 20.3.
S-N curve is to be determined according to B.3.2,
taking into account the following additional correction In this case the relevant stress is the stress in the weld
factor which describes influencing parameters not cross section caused by the axial stress in the plate
included in the calculation model such as e.g. mis- perpendicular to the weld. It is to be converted at a
alignment: ratio of t/2a.
Chapter 1 Section 20 C Fatigue Strength I - Part 6
Page 20–10 GL 2012

Table 20.3 Catalogue of details

A. Butt welds, transverse loaded

Joint configuration showing FAT class

Type ΔσR
mode of fatigue cracking Description of joint
No.
and stress σ considered
Steel Al
Transverse butt weld ground flush to plate,
A1 112 45
100 % NDT (Non-Destructive Testing)
Transverse butt weld made in shop in flat position,
A2 max. weld reinforcement 1 mm + 0,1 × weld 90 36
width, smooth transitions, NDT
Transverse butt weld not satisfying conditions for
A3 80 32
joint type No. A2, NDT

Transverse butt weld on backing strip or three- 71 25

plate connection with unloaded branch
A4
Butt weld, welded on ceramic backing, root crack 80 28

Transverse butt welds between plates of different

widths or thickness, NDT
as for joint type No. A2, slope 1 : 5 90 32
as for joint type No. A2, slope 1 : 3 80 28
as for joint type No. A2, slope 1 : 2 71 25
as for joint type No. A3, slope 1 : 5 80 25
A5 as for joint type No. A3, slope 1 : 3 71 22
as for joint type No. A3, slope 1 : 2 63 20
For the third sketched case the slope results from
the ratio of the difference in plate thicknesses to
the breadth of the welded seam.
Additional bending stress due to thickness change
to be considered, see also B.1.3.
Transverse butt welds welded from one side
without backing bar, full penetration
root controlled by NDT 71 28
A6
not NDT 36 12
For tubular profiles ΔσR may be lifted to the next
higher FAT class.
Partial penetration butt weld; the stress is to be
A7 related to the weld throat sectional area, weld 36 12
overfill not to be taken into account
I - Part 6 Section 20 C Fatigue Strength Chapter 1
GL 2012 Page 20–11

Table 20.3 Catalogue of details (continued)

A. Butt welds, transverse loaded

Joint configuration showing FAT class

Type ΔσR
mode of fatigue cracking Description of joint
No.
and stress σ considered
Steel Al

Full penetration butt weld at crossing flanges

Welded from both sides.
A8 50 18

Full penetration butt weld at crossing flanges

Welded from both sides

w (t) b
Cutting edges in the quality according to type E2
A9 63 22
or E3
F
Connection length w ≥ 2b σno min al =
b⋅t

Full penetration butt weld at crossing flanges

Welded from both sides, NDT, weld ends ground,
butt weld ground flush to surface
A10 w (t) b Cutting edges in the quality according to type E2 80 32
or E3 with ΔσR = 125
F
Connection length w ≥ 2b σno min al =
b⋅t

Full penetration butt weld at crossing flanges 90 36

welded from both sides made in shop at flat
R

position, radius transition with R ≥ b

A11 b Weld reinforcement ≤ 1 mm + 0,1 x weld width,
smooth transitions, NDT, weld ends ground
Cutting edges in the quality according to type E2
or E3 with ΔσR = 125

Full penetration butt weld at crossing flanges, 100 40

edges broken
or rounded radius transition with R ≥ b
R

Welded from both sides, no misalignment,

A12 b 100 % NDT, weld ends ground, butt weld ground
flush to surface
Cutting edges broken or rounded according to
type E2
Chapter 1 Section 20 C Fatigue Strength I - Part 6
Page 20–12 GL 2012

Table 20.3 Catalogue of details (continued)

B. Longitudinal load-carrying weld

Joint configuration showing FAT class

Type ΔσR
mode of fatigue cracking Description of joint
No.
and stress σ considered
Steel Al

Longitudinal butt welds

both sides ground flush parallel to load direction 125 50
B1
without start/stop positions, NDT 125 50
with start/stop positions 90 36

Continuous automatic longitudinal fully

penetrated K-butt without stop/start positions 125 50
B2 (based on stress range in flange adjacent to weld)

Continuous automatic longitudinal fillet weld

penetrated K-butt weld without stop/start 100 40
B3 positions (based on stress range in flange adjacent
to weld)

Continuous manual longitudinal fillet or butt weld

90 36
(based on stress range in flange adjacent to weld)
B4

Intermittent longitudinal fillet weld (based on

stress range in flange at weld ends)
B5 In presence of shear τ in the web, the FAT class 80 32
has to be reduced by the factor (1 – Δτ / Δσ), but
not below 36 (steel) or 14 (Al).
Longitudinal butt weld, fillet weld or intermittent
fillet weld with cut outs (based on stress range in 71 28
flange at weld ends)
If cut out is higher than 40 % of web height 63 25
In presence of shear τ in the web, the FAT class
B6
has to be reduced by the factor (1 – Δτ / Δσ), but
not below 36 (steel) or 14 (Al).
Note
For Ω-shaped scallops, an assessment based on
local stresses in recommended.
I - Part 6 Section 20 C Fatigue Strength Chapter 1
GL 2012 Page 20–13

Table 20.3 Catalogue of details (continued)

C. Non-load-carrying attachments
Joint configuration showing FAT class
Type ΔσR
mode of fatigue cracking Description of joint
No.
and stress σ considered Steel Al
Longitudinal gusset welded on beam flange, bulb or plate:
A ≤ 50 mm 80 28
50 mm < A ≤ 150 mm 71 25
(t2) 150 mm < A ≤ 300 mm 63 20
A > 300 mm 56 18
C1
For t2 ≤ 0,5 t1, ΔσR may be increased by one class, but
(t1) not over 80 (steel) or 28 (Al); not valid for bulb profiles.
When welding close to edges of plates or profiles (dis-
tance less than 10 mm) and/or the structural element is
subjected to bending, ΔσR is to be decreased by one class.
Gusset with smooth transition (sniped end or radius)
welded on beam flange, bulb or plate;
c ≤ 2 t2, max. 25 mm
(t2) r
j

r ≥ 0,5 h 71 25
t1

r < 0,5 h or ϕ ≤ 20° 63 20

C2
c

ϕ > 20° see joint type C1

For t2 ≤ 0,5 t1, ΔσR may be increased by one class;
h

not valid for bulb profiles.

When welding close to the edges of plates or profiles (dis-
tance less than 10 mm), ΔσR is to be decreased by one class.
Fillet welded non-load-carrying lap joint welded to
longitudinally stressed component.
– flat bar 56 20
– to bulb section 56 20
C3 – to angle section 50 18
For A > 150 mm, ΔσR has to be decreased by one class,
while for A ≤ 50 mm, ΔσR may be increased by one class.
If the component is subjected to bending, ΔσR has to
be reduced by one class.
Fillet welded lap joint with smooth transition (sniped end
r with ϕ ≤ 20° or radius) welded to longitudinally stressed
j

component.
C4 (t) – flat bar 56 20
c

– to bulb section 56 20
h

– to angle section 50 18
c ≤ 2 t, max. 25 mm
Longitudinal flat side gusset welded on plate or beam
flange edge
A ≤ 50 mm 56 20
50 mm < A ≤ 150 mm 50 18
(t2) 45 16
150 mm < A ≤ 300 mm
C5
A > 300 mm 40 14
(t1)
For t2 ≤ 0,7 t1, ΔσR may be increased by one class, but
not over 56 (steel) or 20 (Al).
If the plate or beam flange is subjected to in-plane
bending, ΔσR has to be decreased by one class.
Chapter 1 Section 20 C Fatigue Strength I - Part 6
Page 20–14 GL 2012

Table 20.3 Catalogue of details (continued)

C. Non-load-carrying attachments

Joint configuration showing FAT class

Type ΔσR
mode of fatigue cracking Description of joint
No.
and stress σ considered
Steel Al

Longitudinal flat side gusset welded on plate edge

or beam flange edge, with smooth transition (sniped
(t2) r end or radius); c ≤ 2 t2, max. 25 mm
j

r ≥ 0,5 h 50 18
C6
c

r < 0,5 h or ϕ ≤ 20° 45 16

(t1)
h

ϕ > 20° see joint type C5

For t2 ≤ 0,7 t1, ΔσR may be increased by one class.

Longitudinal flat side gusset welded on plate edge or

beam flange edge, with smooth transition radius
r
r/h > 1/3 or r ≥ 150 mm 90 36
1/6 < r/h < 1/3 71 28
C6a r/h < 1/6 50 22
h

Smooth transition radius formed by grinding the full

penetration weld area in order to achieve a notch-
free transition area. Final grinding shall be
performed parallel to stress direction.

C7 Transverse stiffener with fillet welds (applicable for 80 28

short and long stiffeners)

C8 Non-load-carrying shear connector 80 28

End of long doubling plate on beam, welded ends

(based on stress range in flange at weld toe)
tD ≤ 0,8 t 56 20
0,8 t < tD ≤ 1,5 t 50 18
tD > 1,5 t 45 16
tD

The following features increase ΔσR by one class

t

C9 accordingly:
– reinforced ends according to Section 19,
Fig. 19.4
– weld toe angle ≤ 30 °
– length of doubling ≤ 300 mm
For length of doubling ≤ 150 mm, ΔσR may be in-
creased by two classes.
I - Part 6 Section 20 C Fatigue Strength Chapter 1
GL 2012 Page 20–15

Table 20.3 Catalogue of details (continued)

D. Cruciform joints and T-joints

Joint configuration showing FAT class

Type ΔσR
mode of fatigue cracking Description of joint
No.
and stress σ considered
Steel Al

Cruciform or tee-joint K-butt welds with full

penetration or with defined incomplete root
D1 penetration according to Section 19, Fig. 19.9.
cruciform joint 71 25
tee-joint 80 28

Cruciform or tee-joint with transverse fillet

welds, toe failure (root failure particularly for
D2 throat thickness a < 0,7 ⋅ t, see joint type D3)
cruciform joint 63 22
tee-joint 71 25

Welded metal in transverse load-carrying fillet

welds at cruciform or tee-joint, root failure
(based on stress range in weld throat), see also
joint type No. D2
D3 a ≥ t/3 36 12
a < t/3 40 14
Note
Crack initiation at weld root

Full penetration weld at the connection between

a hollow section (e.g. pillar) and a plate,
for tubular section 56 20
D4 for rectangular hollow section 50 18
(t)
For t ≤ 8 mm, ΔσR has to be decreased by one
class.

Fillet weld at the connection between a hollow

section (e.g. pillar) and a plate,
for tubular section 45 16
D5 for rectangular hollow section
(t)
40 14
The stress is to be related to the weld sectional
area. For t ≤ 8 mm, ΔσR has to be decreased by
one class.

d Continuous butt or fillet weld connecting a pipe

penetrating through a plate
(((((
((
(( (((

d ≤ 50 mm 71 25
((((

((((((

d > 50 mm 63 22
D6

Note
For large diameters an assessment based on
local stress is recommended.
Chapter 1 Section 20 C Fatigue Strength I - Part 6
Page 20–16 GL 2012

Table 20.3 Catalogue of details (continued)

E. Unwelded base material

Joint configuration showing FAT class

Type ΔσR
mode of fatigue cracking Description of joint
No.
and stress σ considered
Steel Al

Rolled or extruded plates and sections as well as 160 71

E1
seamless pipes, no surface or rolling defects (m0 = 5) (m0 = 5)

Plate edge sheared or machine-cut by any thermal

process with surface free of cracks and notches,
cutting edges chamfered or rounded by means of
smooth grinding, groove direction parallel to the 150
E2a loading direction. ––
(m0 = 4)
Stress increase due to geometry of cut-outs to be
considered by means of direct numerical calcula-
tion of the appertaining maximum notch stress
range.
Plate edge sheared or machine-cut by any thermal
process with surface free of cracks and notches,
140 40
E2 cutting edges broken or rounded.
(m0 = 4) (m0 = 4)
Stress increase due to geometry of cut-outs to be
considered. 1
Plate edge not meeting the requirements of type
E2, but free from cracks and severe notches.

Machine cut or sheared edge: 125 36

(m0 = 3,5) (m0 = 3,5)
E3
Manually thermally cut: 100 32
(m0 = 3,5) (m0 = 3,5)
Stress increase due to geometry of cut-outs to be
considered. 1
1 Stress concentrations caused by an opening to be considered as follows:

Δσmax = Kt ⋅ ΔσΝ
Kt : Notch factor according to Section 3, J.
ΔσN : Nominal stress range related to net section

alternatively direct determination of Δσmax from FE-calculation, especially in case of hatch openings or multiple arrangement of
openings.

Partly based on Recommendations on Fatigue of Welded Components, reproduced from IIW document XIII-2151-07 / XV-1254-07, by kind
permission of the International Institute of Welding.
I - Part 6 Section 20 C Fatigue Strength Chapter 1
GL 2012 Page 20–17

Table 20.4 Various intersections

Stiffener

Longitudinal
Transverse web
Transverse
Side shell plating web
or longitudinal
bulkhead plating
Fracture

1 1

Side shell plating

or longitudinal
Longitudinal bulkhead plating

Joint configuration FAT class

Loads Description of joint DsR
Locations being at risk for cracks steel

None watertight intersection 80 80 80 80

without heel stiffener.

For predominant longitudinal

load only.

Watertight intersection without 71 71 71 71

heel stiffener (without cyclic load
on the transverse member, see
Section 9, B.4.1)
For predominant longitudinal
load only

With heel stiffener

direct £ 150 45 56 56 63
connection > 150 40 50 50 56
2
overlapping £ 150 50 50 45
connection > 150 45 45 40

With heel stiffener and integrated 45 56 56 63

bracket

With heel stiffener and integrated

bracket and with backing bracket
direct connection 50 63 63 71
overlapping connection 56 56 50

With heel stiffener but considering

the load transferred to the stiffener
(see Section 9, B.4.9)
crack initiation at weld toe 80 71 71 71
crack initiation at weld root 40 40 40

Stress increase due to eccentricity

and shape of cut out has to be
observed
1 Additional stresses due to asymmetric sections have to be observed, see Section 3,L.
2 To be increased by one class, when longitudinal loads only
 Joint configuration showing FAT
Structure or Description of structure or Type mode of fatigue cracking class
equipment detail equipment detail No. Description of joint DsR
and stress s considered
Chapter 1

Steel Table 20.5

Page 20–18

Unstiffened flange to web joint, to be Cruciform or tee-joint K-butt welds with

assessed according to type D1, D2 or full penetration or with defined incomplete
D3, depending on the type of joint. root penetration according to Section 19,
Fg Fig. 19.9.
The stress in the web is calculated using
Section 20

the force Fg in the flange as follows: cruciform joint 71

r
Fg Fg tee-joint 80
C

s= r×t D1
s
Examples of details

Furthermore, the stress in longitudinal

(t) weld direction has to be assessed accor-
ding to type B2 - B4. In case of additional
shear or bending, also the highest prin-
cible stress may become relevant in the
web, see B.1.4.
Fatigue Strength

Joint at stiffened knuckle of a flange, to Cruciform or tee-joint with transverse fillet

sa be assessed according to type D1, D2 welds, toe failure (root failure particuarly
or D3, depending on the type of joint. for throat thickness a < 0,7 × t, see joint
The stress in the stiffener at the knuckle D2 type D3)
can normally be calculated as follows: cruciform joint 63

2a
sa
tee-joint 71
tf

tf
s = sa t 2 sin a
b Welded metal in transverse load-carrying
tb fillet welds at cruciform or tee-joint, root 36
D3 failure (based on stress range in weld
s throat), see also joint type No. D2

A Holder welded in way of an opening and £ 150 mm 71

arranged parallel to the edge of the
A-A opening. In way of the rounded corner of an
x (t2) opening with the radius r a minimum
distance x from the edge to be kept
not valid for hatch corner (hatched area):
C1 x [mm] = 15 + 0,175 × r [mm]
(t1)
100 mm £ r £ 400 mm
In case of an elliptical rounding the mean
A value ot both semiaxes to be applied
GL 2012
I - Part 6
 FAT
Structure or Description of structure or Type Joint configuration showing class
equipment detail equipment detail No. mode of fatigue cracking Description of joint DsR
GL 2012

and stress s considered

I - Part 6

steel
Table 20.5

tD

t
d tD £ 0,8 t 71
Circular doubler plate with C9 0,8 t < tD £ 1,5 t 63
max. 150 mm diameter.
Section 20

tD > 1,5 t 56
C

d tD £ 0,8 t 71
Drain plugs with full penetration butt weld

tD
tD
0,8 t < tD £ 1,5 t

t
63
d £ 150 mm tD > 1,5 t 56

t
C9
Assesment corresponding to doubling
Examples of details (continued)

For d > 150 mm

plate.
Fatigue Strength

DsR has to be decreased by one class

Drain plugs with partial penetration 0,2 t < tD £ 0,8 t 50

tD
butt weld and a defined root gap

t
0,8 t < tD £ 1,5 t 45
d
d £ 150 mm C9 1,5 t < tD < 2,0 t 40
For v < 0,4 t For d > 150 mm

t
or v < 0,4 tD

tD
DsR has to be decreased by one class

v
Partial penetration butt weld; the stress 36
For v ³ 0,4 t is to be related to the weld throat sectional
and v ³ 0,4 tD A7 area, weld overfill not to be taken into
account

The detail category is also valid for not Transverse stiffener with fillet welds 80
fully circumferential welded holders (applicable for short and long stiffeners)
C7
For stiffeners loaded in bending DsR
to be downgraded by one class
Page 20–19
Chapter 1
I - Part 6 Section 21 C Hull Outfit
GL 2012
Section 21
Hull Outfit
A. Partition Bulkheads
1. General
Spaces, which are to be accessible for the service of
the ship, hold spaces and accommodation spaces are to
be gastight against each other.
B. Ceiling
1. Bottom ceiling
1.1 Where in the cargo spaces a tight bottom
ceiling is fitted from board to board, the thickness of a
wooden ceiling shall not be less than 60 mm.
1.2 On single bottoms ceilings are to be remov-
able for inspection of bottom plating at any time.
1.3 Ceilings on double bottoms are to be laid on
battens not less than 12,5 mm thick providing a clear
space for drainage of water or leakage oil. The ceiling
may be laid directly on the inner bottom plating, if
embedded in preservation and sealing compound.
1.4 It is recommended to fit double ceilings un-
der the hatchways.
1.5 The manholes are to be protected by a
steel coaming welded around each manhole, fitted
with a cover of wood or steel, or by other suitable
means.
2. Side ceiling, ceiling at tank bulkheads
2.1 In cargo holds side ceiling is to be fitted in
general. The side ceiling may be omitted if agreed by
the Owner. The side ceilings shall extend from the
upper turn of bilge or from tweendeck up to the lower
edge of deck beam brackets. The clear distance be-
tween adjacent wooden battens shall not exceed 250 –
300 mm. The thickness shall, in general, not be less
than 50 mm.
2.2 Where tanks are intended to carry liquids at
temperatures exceeding 40 °C, their boundaries facing
the cargo hold shall be fitted with a ceiling. At vertical
walls, sparred ceilings are sufficient except in holds
intended to carry grain. The ceiling may be dispensed
with only with Owners' consent.
Chapter 1
Page 21–1
3. Working deck ceiling
3.1 The requirements for ceiling of the working
deck are given in Section 7, A.1.3
C. Weathertight Doors
1. All access openings in superstructures and
deckhouses shall be fitted with doors of steel or other
equivalent material, permanently and strongly attached
to the bulkhead, and framed, stiffened and fitted so that
the whole structure is of equivalent strength to the un-
pierced bulkhead and weathertight when closed.
2. In general such doors have to be built according
to ISO-standard 6042 and it has to be safeguarded that
they can be operated from both sides of the bulkhead.
3. Unless otherwise permitted by the Admini-
stration, doors shall open outwards to provide addi-
tional security against the impact of the sea.
4. As far as practical, doorways to the engine
room and for direct access to compartments below the
freeboard deck are to be located at a deck above the
weather deck.
5. In position 1 (acc. to ICLL, Reg. 13) the height
above the deck of sills be at least 600 mm. In position 2
(acc. to ICLL, Reg. 13) it shall be at least 380 mm.
6. Where access is provided from the deck above
as an alternative to access from the freeboard deck in
accordance with ICLL, Regulation 3(10)(b), the height
of sills into a bridge or poop shall be 380 mm. The
same shall apply to deckhouses on the freeboard deck.
7. Where access is not provided from above, the
height of the sills to doorways in deckhouses on the
freeboard deck shall be 600 mm.
8. Where the closing appliances of access open-
ings in superstructure and deckhouses are not in accor-
dance with C 1 and C 2, interior deck openings shall be
considered exposed (i.e. situated in the open deck).
9. Where necessary, an arrangement to protect
the doors against deck cargo shall be provided.
Chapter 1 Section 21 D Hull Outfit I - Part 6
Page 21–2 GL 2012

D. Side Scuttles, Windows and Skylights Deadlights and storm covers fitted above the freeboard
deck shall be capable of being weathertight.
1. General
1.6 Side scuttles shall not be fitted in such a
1.1 Side scuttles and windows, together with position that their sills are below a line drawn parallel
their glasses, deadlights and storm covers 1, if fitted, to the freeboard deck at side and having its lowest
shall be of an approved design and substantial con- point 2,5 % of the breadth (B), or 500 mm, whichever
struction. Non-metallic frames are not acceptable. is the greatest distance, above the Summer Load Line.

1.2 Side scuttles are defined as being round or 1.7 If the required damage stability calculations in-
oval openings with an area not exceeding 0,16 m2. dicate that the side scuttles would become immersed at
Round or oval openings having areas exceeding 0,16 any intermediate stage of flooding or the final equilib-
m2 shall be treated as windows. rium waterline, they shall be of the non-opening type.

1.3 Windows are defined as being rectangular 1.8 Windows shall not be fitted in the following
openings generally, having a radius at each corner locations:
relative to the window size and round or oval openings – below the freeboard deck
with an area exceeding 0,16 m2.
– below and at the first tier end bulkheads and
1.4 For the arrangement of side scuttles and win- second tier sides of enclosed superstructure or
dows see Fig. 21.1. deckhouse, that are part of the shell plating
– in fore bulkhead of deckhouses below the 4th tier
1.5 In case the deckhouse is situated abaft amid-
ships side scuttles to the following spaces shall be – in first tier deckhouses that are considered
fitted with hinged inside deadlights: buoyant in the stability calculations
– spaces below freeboard deck
1.9 Permanently attached deadlights are to be
– spaces within the first tier of enclosed super-
provided on windows at locations permitted as follows:
structures
– first tier deckhouses on the freeboard deck pro- – at sides of deckhouses and superstructures in the
tecting openings leading below or considered second and third tiers above the freeboard deck
buoyant in stability calculations – at the aft end bulkheads of superstructures,
Deadlights shall be capable of being closed and se- deckhouses, casings, and companionways in the
cured watertight if fitted below the freeboard deck. second tier above the freeboard deck

D = Deadlight (perm. attached)

SC = Storm cover
BBL = Barfbag locker

Side and aft windows Wheelhouse 6th tier Front windows with D or SC
with no D

5th tier

Aft windows 4th tier

with no D Side scuttles type 'A' with D

Side and aft windows Side windows with D or SC 3rd tier Superstructure deck
with D or SC
BBL
Side scuttles type 'B' 2nd tier Superstructure deck
with D

Freeboard deck 1st tier

Fig. 21.1 Arrangement of side scuttles and windows

1 Deadlights are fitted to the inside of windows and side scuttles,

while storm covers are fitted to the outside of windows, where
accessible, and may be hinged or portable.
I - Part 6 Section 21 E Hull Outfit
GL 2012
1.10 Provided, there is a safe access for closing,
hinged storm covers may be fitted on windows in the
second tier and higher in lieu of deadlights.
1.11 Windows in the wheelhouse front are to have
deadlights ore storm covers. For storm covers, an
arrangement for easy and safe access is to be pro-
vided, e.g. gangway with railing. For practical pur-
poses the storm covers or deadlights may be portable
if stowed adjacent to the window for quick fitting. At
least two of the deadlights or storm covers are to have
the means of providing a clear view.
1.12 Deckhouses situated on a raised quarter deck
or on the deck of a superstructure other than forecastle
of less than standard height may be regarded as being
in the second tier as far as the requirements for dead-
lights are concerned, provided that the height of the
raised quarter deck or superstructure is equal to or
greater than the standard quarter deck height.
1.13 Fixed or opening skylights shall have a glass
thickness appropriate to their size and position as re-
quired for side scuttles and windows. Skylight glasses in
any position shall be protected from mechanical damage
and, where fitted in position 1 or 2, shall be provided
with permanently attached deadlights or storm covers.
2. Design Load
2.1 The design load shall be in accordance with
Section 4 and Section 16.
2.2 For ships with a length Lc equal to or greater
than 100 m, loads in accordance with ISO 5779 and ISO
5780 standard have to be calculated additionally. The
greater value has to be considered up to the third tier.
2.3 Deviations and special cases are subject to
separate approval.
3. Frames
3.1 The design has to be in accordance with ISO
standard 1751 and 3903 or any other recognised,
equivalent national or international standard.
3.2 Variations from respective standards may
require additional proof of sufficient strength by direct
calculation or tests. This is to be observed for bridge
windows in exposed areas (e.g. within forward quarter
of ships length) in each case.
4. Glass panes
4.1 Glass panes have to be made of thermally
toughened safety glass (TSG), or laminated safety
glass made of TSG. The ISO standards 614, 1095 and
3254 are to be observed.
4.2 The glass thickness for side scuttles has to be
determined in accordance with the respective ISO
standards 1751 and 1095 or any other equivalent na-
tional or international standard, considering the design
loads given in 2.
Chapter 1
Page 21–3
4.3 The glass thickness for windows has to be
determined according to the following formulae and in
accordance with ISO 3254:
b
t = pβ [mm]
200
b = shorter side of window [mm]
p = pressure acc. to 2. [kN/m2]
β = (0,625 A W − 0,355)0,785 e− AW / 4,55 for A W < 4, 0
= 0, 755 for A W ≥ 4,0
a
AW = aspect ratio of window = with a longer side
b
of window
but shall be not less than 10mm.
4.4 Heated glass panes have to be in accordance
with ISO 3434.
4.5 An equivalent thickness (ts) of laminated
toughened safety glass is to be determined from the
following formula:
t s = t12 + t 22 + .... + t n2
5. Tests
Windows and side scuttles have to be tested in accord-
ance with the respective ISO standards 1751 and 3903.
Windows in ship safety relevant areas (i.e. wheelhouse
and others as may be defined) and window sizes not
covered by ISO standards are to be tested at four times
design pressure.
E. Scuppers, Sanitary Discharges and Freeing
Ports
1. Scuppers and sanitary discharges
1.1 Scuppers sufficient in number and size to pro-
vide effective drainage of water are to be fitted in the
weather deck and in the freeboard deck within weather-
tight closed superstructures and deckhouses. Cargo
decks and decks within closed superstructures are to
be drained to the bilge. Scuppers from superstructures
and deckhouses which are not closed weathertight are
also to be led outside.
1.2 Scuppers draining spaces below the summer
load line, are to be connected to pipes, which are led
to the bilges and are to be well protected.
1.3 Where scupper pipes are led outside from
spaces below the freeboard deck and from weather-
tight closed superstructures and deckhouses, they are
to be fitted with non-return valves of automatic type,
which can be operated from a position always acces-
Chapter 1 Section 21 F Hull Outfit
Page 21–4
sible and above the freeboard deck. Means showing
whether the valves are open or closed (positive means
of closing) are to be provided at the control position.
1.4 Where the vertical distance from the summer
load waterline to the inboard end of the discharge pipe
exceeds 0,01 L, the discharge may have two automatic
non-return valves without positive means of closing,
provided that the inboard valve is always accessible
for examination, i.e., the valve is to be situated above
the tropical or subdivision load line.
1.5 Where the vertical distance mentioned under
1.4 exceeds 0,02 L, a single automatic non-return
valve, without positive means of closing may be ac-
cepted. This relaxation is not valid for compartments
below the freeboard deck of ships, for which a flood-
ing calculation in the damaged condition is required.
1.6 Scuppers and discharge pipes originating at
any level and penetrating the shell either more than
450 mm below the freeboard deck or less than 600 mm
above the summer load water line are to be provided
with a non-return valve at the shell. This valve, unless
required by 1.3, may be omitted if a heavy gauge dis-
charge pipe is fitted.
1.7 Requirements for seawater valves related to
operating the power-plant shall be observed, see the
GL Rules for Machinery Installations (I-1-2), Section
11, I.3.
For the special arrangement of seawater valves for
operations in ice, see GL Rules for Machinery and
Systems (I-6-2), Section 19, D.3.
1.8 All valves including the ship side valves
required under 1.2 to 1.7 are to be of steel, bronze or
other approved ductile material. Ordinary cast iron is
not acceptable. Pipe lines are to be of steel or similar
material (see also the GL Rules for Machinery Instal-
lations (I-1-2), Section 11).
1.9 Scuppers and sanitary discharges should not
be fitted above the lowest ballast waterline in way of
lifeboat launching positions or means for preventing
any discharge of water into the life boats are to be
provided for. The location of scuppers and sanitary
discharges is also to be taken into account when ar-
ranging gangways and pilot lifts.
2. Freeing ports
2.1 Where bulwarks on exposed portions of free-
board and/or superstructure decks form wells and when
water can be trapped in pipe deck cargo, ample provi-
sion is to be made for rapidly freeing the decks of
water. In vessels operating in areas where icing is likely
to occur, no shutters are to be fitted in the freeing ports.
2.2 Except as provided in 2.3 the minimum free-
ing port area on each side of the ship for each well
on the freeboard deck of a ship of type "B" is to be
determined by the following formulae in cases where
I - Part 6
GL 2012
the sheer in way of the well is standard or greater than
standard:
A = 0,7 + 0,035 A [m2 ] for A ≤ 20 m
2
= 0,07 A [m ] for A > 20 m
A = length of bulwark [m]
Amax = 0,7 L
The minimum area for each well on superstructure
decks shall be one half of the area obtained by the
formulae.
If the bulwark is more than 1,2 m in average height the
required area is to be increased by 0,004 m2 per metre
of length of well for each 0,1 m difference in height.
If the bulwark is less than 0,9 m in average height, the
required area may be decreased accordingly.
2.3 In ships with no sheer the area calculated
according to 2.2 is to be increased by 50 %. Where the
sheer is less than the standard the percentage shall be
obtained by linear interpolation.
2.4 In ships having open superstructures, ade-
quate freeing ports are to be provided which guarantee
proper drainage.
2.5 The lower edges of the freeing ports shall be as
near to the deck as practicable. Two thirds of the freeing
port area required shall be provided in the half of the
well nearest to the lowest point of the sheer curve.
2.6 All such openings in the bulwarks shall be pro-
tected by rails or bars spaced approximately 230 milli-
metres apart. If shutters are fitted to freeing ports, ample
clearance shall be provided to prevent jamming. Hinges
shall have pins or bearings of non-corrodible material.
F. Air Pipes, Overflow Pipes, Sounding Pipes
1. Each tank is to be fitted with air pipes, over-
flow pipes and sounding pipes. The air pipes are to be
led to above the exposed deck. The arrangement is to
be such as to allow complete filling of the tank. For
the arrangement and scantlings of pipes see the GL
Rules for Machinery Installations (I-1-2), Section 11,
R. The height from the deck of the point where the
water may have access is to be at least 760 mm on the
freeboard deck and 450 mm on a superstructure deck.
2. Suitable closing appliances are to be provided
for air pipes, overflow pipes and sounding pipes, see
also the GL Rules for Machinery Installations (I-1-2),
Section 11, R. Where deck cargo is carried, the clos-
ing appliances are to be readily accessible at all times.
In ships for which flooding calculations are to be
made, the ends of the air pipes are to be above the
damage waterline in the flooded condition. Where
they immerge at intermediate stages of flooding, these
conditions are to be examined separately.
I - Part 6 Section 21 F Hull Outfit
GL 2012
3. Closely under the inner bottom or the tank
top, holes are to be cut into floor plates and side gird-
ers as well as into beams, girders, etc., to give the air
free access to the air pipes.
Besides, all floor plates and side girders are to be
provided with limbers to permit the water or oil to
reach the pump suctions.
4. Sounding pipes are to be extended to directly
above the tank bottom. The shell plating is to be
strengthened by thicker plates or doubling plates under
the sounding pipes.
5. Air pipes, valves, etc. are to be fitted in pro-
tected positions in order to avoid damage by cargo and
to minimize the possibility of flooding of other spaces.
6. Special strength requirements for fore
deck fittings
6.1 General
The following strength requirements are to be ob-
served to resist green sea forces for the items given
below, located within the forward quarter length:
– air pipes, ventilator pipes and their closing de-
vices
Exempted from these requirements are air pipes, ven-
tilator pipes and their closing devices of cargo venting
systems and inert gas systems.
6.2 Application
For all ships on the exposed deck over the forward
0,25 L, applicable to:
– all ship types of seagoing service, where the
height of the exposed deck in way of the item is
less than 0,1 L or 22 m above the summer load
waterline, whichever is the lesser
6.3 Applied loading for air pipes, ventilator
pipes and their closing devices
6.3.1 The pressures p [kN/m2] acting on air pipes,
ventilator pipes and their closing devices may be cal-
culated from:
p = 0, 5 ⋅ ρ ⋅ V 2 ⋅ Cd ⋅ Cs ⋅ C p
ρ = density of sea water (1,025 t/m3)
V = velocity of water over the fore deck
(13,5 m/sec)
Cd = shape coefficient
= 0,5 for pipes
= 0,8 for an air pipe or ventilator head of
cylindrical form with its axis in the ver-
tical direction
= 1,3 for air pipes or ventilator heads
Chapter 1
Page 21–5
Cs = slamming coefficient
= 3,2
Cp = protection coefficient
= 0,7 for pipes and ventilator heads located
immediately behind a breakwater or
forecastle
= 1,0 elsewhere and immediately behind a
bulwark
6.3.2 Forces acting in the horizontal direction on
the pipe and its closing device may be calculated from
6.3.1 using the largest projected area of each compo-
nent.
6.4 Strength requirements for air pipes, venti-
lator pipes and their closing devices
6.4.1 Bending moments and stresses in air and ven-
tilator pipes are to be calculated at critical positions:
– at penetration pieces
– at weld or flange connections
– at toes of supporting brackets
Bending stresses in the net section are not to exceed
0,8 ⋅ ReH. Irrespective of corrosion protection, a corro-
sion addition to the net section of 2,0 mm is then to be
applied.
6.4.2 For standard air pipes of 760 mm height
closed by heads of not more than the tabulated pro-
jected area, pipe thicknesses and bracket heights are
specified in Table 21.1. Where brackets are required,
three or more radial brackets are to be fitted.
Brackets are to be of gross thickness 8 mm or more, of
minimum length 100 mm, and height according to
Table 21.1 but need not extend over the joint flange
for the head. Bracket toes at the deck are to be suitably
supported.
6.4.3 For other configurations, loads, according to
6.3 are to be applied, and means of support determined
in order to comply with the requirements of 6.4.1.
Brackets, where fitted, are to be of suitable thickness
and length according to their height. Pipe thickness is
not to be taken less than as indicated in the GL Rules
for Machinery Installations (I-1-2), Section 11, Table
11.20a and 11.20b.
6.4.4 For standard ventilators of 900 mm height
closed by heads of not more than the tabulated pro-
jected area, pipe thicknesses and bracket heights are
specified in Table 21.2. Brackets, where required are
to be as specified in 6.4.2.
Chapter 1 Section 21 F Hull Outfit I - Part 6
Page 21–6 GL 2012

6.4.5 For ventilators of height greater than
900 mm, brackets or alternative means of support are
to be specially considered. Pipe thickness is not to be
taken less than as indicated in the GL Rules for Ma-
chinery Installations (I-1-2), Section 11, Table 11.20a
and 11.20b.
6.4.6 All component part and connections of the air
pipe or ventilator are to be capable of withstanding the
loads defined in 6.3.
6.4.7 Rotating type mushroom ventilator heads are
unsuitable for application in the areas defined in 6.2.

Table 21.1 760 mm air pipe thickness and bracket standards

Minimum fitted 1 Maximum projected area Height 2

Nominal pipe diameter
gross thickness of head of brackets
[mm]
[mm] [cm2] [mm]
65A 6,0 –– 480
80A 6,3 –– 460
100A 7,0 –– 380
125A 7,8 –– 300
150A 8,5 –– 300
175A 8,5 –– 300
200A 8,5 3 1900 300 3
250A 8,5 3 2500 300 3
300A 8,5 3 3200 300 3
350A 8,5 3 3800 300 3
400A 8,5 3 4500 300 3
1 See IACS Unified Interpretation LL 36 c.
2 Brackets see 5.4.1.3 need not extend over the joint flange for the head.
3 Brackets are required where the as fitted (gross) thickness is less than 10,5 mm, or where the tabulated projected head area is exceeded.

Note:
For other air pipe heights, the relevant requirements of 5.4 are to be applied.

Table 21.2 900 mm ventilator pipe thickness and bracket standards

Minimum fitted Maximum projected area Height

Nominal pipe diameter
gross thickness of head of brackets
[mm]
[mm] [cm2] [mm]
80A 6,3 –– 460
100A 7,0 –– 380
150A 8,5 –– 300
200A 8,5 550 ––
250A 8,5 880 ––
300A 8,5 1200 ––
350A 8,5 2000 ––
400A 8,5 2700 ––
450A 8,5 3300 ––
500A 8,5 4000 ––
Note:
For other ventilator heights, the relevant requirements of 5.4 are to be applied.
I - Part 6 Section 21 H Hull Outfit
GL 2012
G. Ventilators
1. General
1.1 The height of the ventilator coamings on the
exposed freeboard deck, quarter deck and on exposed
superstructure decks in the range 0,25 L from F.P. is
to be at least 900 mm.
1.2 On exposed superstructure decks abaft 0,25 L
from F.P. the coaming height is not to be less than
760 mm.
1.3 Ventilators of cargo holds are not to have any
connection with other spaces.
1.4 The thickness of the coaming plates is to be
7,5 mm where the clear opening sectional area of the
ventilator coamings is 300 cm2 or less, and 10 mm
where the clear opening sectional area exceeds
1600 cm2. Intermediate values are to be determined by
direct interpolation. A thickness of 6 mm will gener-
ally be sufficient within not permanently closed super-
structures.
1.5 The thickness of ventilator posts should be at
least equal to the thickness of coaming as per 1.4.
1.6 The wall thickness of ventilator posts of a
clear sectional area exceeding 1600 cm2 is to be in-
creased according to the expected loads.
1.7 Generally, the coamings and posts shall pass
through the deck and shall be welded to the deck plat-
ing from above and below.
Where coamings or posts are welded onto the deck
plating, fillet welds of a = 0,5 ⋅ t0, subject to Section
19, B.3.3 should be adopted for welding inside and
outside.
1.8 Coamings and posts particularly exposed to
wash of sea are to be efficiently connected with the
ship's structure.
1.9 Coamings of a height exceeding 900 mm are
to be specially strengthened.
1.10 Where the thickness of the deck plating is less
than 10 mm, a doubling plate or insert plate of 10 mm
thickness is to be fitted. Their side lengths are to be
equal to twice the length or breadth of the coaming.
1.11 Where beams are pierced by ventilator coam-
ings, carlings of adequate scantlings are to be fitted
between the beams in order to maintain the strength of
the deck.
Chapter 1
Page 21–7
2. Closing appliances
2.1 Inlet and exhaust openings of ventilation
systems are to be provided with easily accessible clos-
ing appliances, which can be closed weathertight
against wash of the sea. In ships of not more than
100 m in length, the closing appliances are to be per-
manently attached. In ships exceeding 100 m in
length, they may be conveniently stowed near the
openings to which they belong.
2.2 For ventilator posts which exceed 4,5 m in
height above the freeboard deck or raised quarterdeck
and above exposed superstructure decks forward of
0,25 L from F.P. and for ventilator posts exceeding
2,3 m in height above exposed superstructure decks
abaft 0,25 L from F.P. closing appliances are required
in special cases only.
2.3 For the case of fire draught-tight fire dampers
are to be fitted.
3. For special strength requirements for fore
deck fittings, see F.6.
4. Ventilators are to be fitted in protected posi-
tions in order to avoid damage by cargo and to mini-
mize the possibility of flooding of other spaces.
5. Due regard is to be given to the position of
the machinery space ventilators. Preferably they
should be fitted in a position above the superstructure
deck or above an equivalent level.
H. Stowage of Heavy Cargo Items
1. General
1.1 All parts which are intended to be welded to
the ship structure are to be made of materials comply-
ing with and tested in accordance with the GL Rules
II – Materials and Welding.
1.2 All equipment on deck and in the holds es-
sential for maintaining the safety of the ship and
which are to be accessible at sea, e.g. fire fighting
equipment, sounding pipes etc., should not be made
inaccessible by cargo items or their stowing and lash-
ing equipment.
1.3 For transmitting the forces from the cargo
stowing and lashing equipment into the ship's hull
adequate welding connections and local reinforce-
ments of structural members are to be provided (see
also 2. and 3.).
1.4 Where inner bottom, decks, or hatch covers
are loaded with cargo items, adequate substructures,
e.g. carlings, half height girders etc., are to be pro-
vided and the plate thickness is to be increased where
required. For welded-in parts, see Section 19, B.2.
Chapter 1 Section 21 K Hull Outfit I - Part 6
Page 21–8 GL 2012

2. Load assumptions J. Life Saving Appliances

2.1 If available the scantlings of the local ship 1. It is assumed that for the arrangement and
structures and of the supporting substructures are to be operation of lifeboats and other life-saving appliances
determined on the basis of the Stowage and Lashing the regulations of SOLAS 74 or those of the compe-
Plan. tent Authority are complied with.

2.2 For determining scantlings the following de- 2. The design appraisal and testing of life boats
sign forces are to be used which are assumed to act with their launching appliances and of other life sav-
simultaneously in the centre of gravity of the cargo ing appliances are not part of Classification.
item:
However, approval of the hull structure in way of the
ship's transverse (y-)direction: launching appliances taking into account the forces
from the above appliances is part of classification.
0,5 g ⋅ G [kN]
Note
ship's vertical (z-)direction:
For ships subject to the requirements of See-Berufs-
(1 + a v ) g ⋅ G [kN] genossenschaft and for ships for which GL has been
authorized by the competent Administration to issue
G = cargo mass [t] the safety construction - or safety equipment certifi-
av = see Section 4, C.1.1 cates - as well as in all cases where GL has been re-
quested to approve the launching appliances, the
Guidelines for the Construction and Survey of Lifting
3. Permissible stresses Appliances (VI-2-2) apply.

3.1 The stresses in local ship structures and in

substructures and lashing devices in the hatch cov-
ers of cargo decks are not to exceed the following K. Signal and Radar Masts
values:
1. General
R
σb = eH
1,5 1.1 Drawings of masts, mast substructures and
hull connections are to be submitted for approval.
R eH
τ = 1.2 Loose component parts are to comply with
2,3
the Guidelines for the Construction and Survey of
Lifting Appliances (VI-2-2). They are to be tested and
R eH certified by GL.
σv = σb2 + 3τ2 =
1,3
1.3 Other masts than covered by 2. and 3. as well
3.2 For dimensioning the double bottom in case as special designs, shall as regards dimensions and con-
of single point loads, see Section 8, C.8.2. struction in each case be individually agreed with GL.

3.3 Where other structural members of the hull, 2. Single tubular masts
e.g. frames, deck beams, bulkheads, hatchway coam- The following requirements apply to tubular or
ings, bulwark stays etc. are subjected to loads from equivalent rectangular sections made of steel with an
cargo items and lashing devices, these members are to ultimate tensile strength of 400 N/mm2, which are
be strengthened wherever necessary so that the actual designed to carry only signals (navigation lanterns,
stresses will not exceed those upon which the formu- flag and day signals).
lae in the respective Sections are based.
2.1 Stayed masts

2.1.1 Stayed masts may be constructed as simply

I. Lashing Arrangements
Lashing eyes and holes are to be arranged in such a
way as to not unduly weaken the structural members
of the hull. In particular where lashings are attached to
frames, they are to be so arranged that the bending
moment in the frames is not unduly increased. Where
necessary, the frame is to be strengthened.
supported masts (rocker masts) or may be supported
by one or more decks (constrained masts).
2.1.2 The diameter of stayed steel masts in the
uppermost housing is to be at least 20 mm for each
1 m length of hounding. The length of the mast top
above the hound is not to exceed Aw /3 (Aw denotes the
hounding [m]).
I - Part 6 Section 21 K Hull Outfit Chapter 1
GL 2012 Page 21–9

2.1.3 Masts according to 2.1.2 may be gradually Table 21.4 Dimensions of unstayed steel masts
tapered towards the hound to 75 per cent of the diame-
ter at the uppermost housing. The plate thickness is Length of
not to be less than 1/70 of the diameter or at least mast Am 6 8 10 12 14
4 mm, see 4.1. [m]

2.1.4 Wire ropes for shrouds are to be thickly gal- D × t [mm] 160 × 4 220 × 4 290 × 4,5 360 × 5,5 430 × 6,5
vanized. It is recommended to use wire ropes com-
Am = length of mast from uppermost support to the
posed of a minimum number of thick wires, as for
top
instance a rope construction 6 × 7 with a tensile break-
D = diameter of mast at uppermost support
ing strength of 1570 N/mm2.
t = plate thickness of mast

2.1.5 Where masts are stayed forward and aft by

one shroud on each side of the ship, steel wire ropes 3. Box girder and frame work masts
are to be used with a tensile breaking strength of
1570 N/mm2 according to Table 21.3. 3.1 For dimensioning the dead loads, acceleration
forces and wind loads are to be considered.
Table 21.3 Ropes and shackles of stayed steel
masts 3.2 Where necessary, additional loads e. g. loads
caused by the sea fastening of crane booms or tension
h [m] 6 8 10 12 14 16 wires are also to be considered.
Rope diameter
14 16 18 20 22 24 3.3 The design loads for 3.1 and 3.2 as well as
[mm]
the allowable stresses can be taken from the Guide-
Nominal size of lines for the Construction and Survey of Lifting Ap-
shackle, rigging 2,5 3 4 5 6 8 pliances (VI-2-2).
screw, rope socket
3.4 Single tubular masts mounted on the top may
h = height of hound above the hauling of the shrouds.
be dimensioned according to 2.

2.1.6 Where steel wire ropes according to Table 3.5 In case of thin walled box girder masts stiffen-
21.3 are used, the following conditions apply: ers and additional buckling stiffeners may be necessary.

b ≥ 0,3 h 4. Structural details

0,15 h ≤ a ≤ b 4.1 Steel masts closed all-round shall have a wall

a = the distance of the hauling points of the
shrouds from the transverse section through
the hound
b = the distance of the hauling points of the
shrouds from the longitudinal section through
the hound
Alternative arrangements of stayings are to be of
equivalent stiffness.
2.2 Unstayed masts
2.2.1 Unstayed masts may be completely con-
strained in the uppermost deck or be supported by two
or more decks. (In general, the fastenings of masts to
the hull of a ship should extend over at least one deck
height.)
2.2.2 The scantlings for unstayed steel masts are
given in the Table 21.4.
2.2.3 The diameter of masts may be gradually
tapered to D/2 at the height of 0,75 Am.
thickness of at least 4 mm.
For masts not closed all-round the minimum wall
thickness is 6 mm.
For masts used as funnels a corrosion addition of at
least 1 mm is required.
4.2 The ship's side foundations are to be dimen-
sioned in accordance with the acting forces.
4.3 Doubling plates at mast feet are permissible
only for the transmission of compressive forces since
they are generally not suitable for the transmission of
tensile forces or bending moments.
4.4 In case of tubular constructions all welded
fastenings and connections shall be of full penetration
weld type.
4.5 If necessary, slim tubes are to be additionally
supported in order to avoid vibrations.
4.6 The dimensioning normally does not require
a calculation of vibrations. However, in case of undue
vibrations occurring during the ship's trial a respective
calculation will be required.
Chapter 1 Section 21 L Hull Outfit
Page 21–10
4.7 For determining scantlings of masts made
from aluminium or austenitic steel, the requirements
given in Section 2, D. and E. apply.
4.8 At masts solid steel ladders have to be fixed
at least up to 1,50 m below top, if they have to be
climbed for operational purposes. Above them, suit-
able handgrips are necessary.
4.9 If possible from the construction point of
view, ladders should be at least 0,30 m wide.
The distance between the rungs shall be 0,30 m. The
horizontal distance of the rung centre from fixed parts
shall not be less than 0,15 m. The rungs shall be aligned
and be made of square steel bars 20/20 edge up.
4.10 Platforms on masts which have to be used for
operational reasons, shall have a rail of at least 0,90 m
in height with one intermediate bar. Safe access from
the mast ladders to the platform is to be provided.
4.11 On masts additional devices have to be in-
stalled consisting of foot, back, and hand rings enabling
safe work in places of servicing and maintenance.
L. Loading and Lifting Gear
1. The design appraisal and testing of loading
and lifting gear on ships are not part of classification.
However, approval of the hull structure in way of
loading and lifting gear taking into account the forces
from the gear is part of classification. For proof of
fatigue strength, crane foundations/pedestals shall be
categorized in the same stress group as the associated
cranes.
Requirements of the GL Rules for Machinery and
Systems (I-6-2) Section 7 have to be considered in
addition.
Note
For ships subject to the requirements of See-Berufs-
genossenschaft, the Guidelines for the Construction
and Survey of Lifting Appliances (VI-2-2) apply.
These Guidelines will be applied in all cases where
GL is entrusted with the judgement of loading and
lifting gears of ships.
2. Crane foundations
2.1 Foundations shall be dimensioned adequately
for the conditions "crane in operation" and "crane out
of operation".
2.2 Wherever bending moments have to be
transmitted and the fixation does not extend over two
decks of the vessel, foundations (and boom stowages)
are to be joined to the connecting deck and the stiffen-
ing arrangements associated with it that the loads can
be transmitted safely.
I - Part 6
GL 2012
2.3 Doubling plates underneath foundations and
boom stowages are permitted only for the transmission
of compression forces.
3. Crane pedestals
3.1 The criteria for a favourable design and the stress
calculations for cylindrical and rectangular crane pedes-
tals are defined in the Guidelines for the Construction and
Survey of Lifting Appliances (VI-2-2), Section 4, F.3.
3.2 Where crane pedestals have conical or trape-
zoidal transition regions, the corners of the sharp
bends, particularly where these are flat plates, shall be
stiffened to be able to absorb the deflection forces.
In the case of conical transition regions from a cylin-
drical crane connection to a rectangular pedestal, the
corners of the sharp bends between the curved parts
and the flat gussets shall be given special attention. If
appropriate the corners are to be stiffened.
3.3 Wherever possible, crane pedestals shall be
linked to the hull over a full deck height; if necessary,
e.g. in the case of crane pedestals located at the ves-
sel's side, even to a greater depth to the structure of the
vessel.
Crane pedestals which by virtue of their location act as
stiffness discontinuities in the longitudinal structure of
the vessel, such as for instance crane pedestal at the
sides are to have suitable taper brackets fitted along
the longitudinal walls.
4. Boom stowages
4.1 Dimensioning
The load condition "crane out of operation" is the
decisive condition for boom stowages.
4.2 Design requirements
The following aspects have to be considered for the
design:
– The stowage has to surround the top of the boom
without bigger clearance (20 mm maximum).
– The stowage shall have backing of wood or
other suitable material.
– The torsion of the vessel's hull has to be considered.
– One side of the stowage shall be higher, suffi-
ciently strong and have backing by suitable ma-
terial to facilitate the laying-off of the boom by
a turning movement.
– A fastening of the boom in the stowage is to be
provided, if the loading hook is not fixed by an-
choring downwards. The relative movement be-
tween boom and stowage shall not be restricted.
– It has to be made possible to reach the stowage
by ladders or crampons and a suitable working
platform is to be provided.
I - Part 6 Section 21 P Hull Outfit Chapter 1
GL 2012 Page 21–11

M. Guard-Rails 2. The height of cargo rails on the working deck

1. Efficient guard-rails or bulwarks are to be
fitted on all exposed parts of the freeboard and super-
structure decks.
The height is to be at least 1,0 m from the deck.
2. The height below the lowest course of the
guard-rails is not to exceed 230 mm.
The other courses are not to be spaced more than
380 mm apart.
3. In the case of ships with rounded gunwales
the guard-rail supports are to be placed on the flat part
of the deck.
4. Guard-rails are to be constructed in accor-
dance with ISO 5480 or equivalent standards.
Equivalent constructions of sufficient strength and
safety can be accepted.
of Anchor Handling and Towing ships according to
Section 27 shall be at least 2,2 m measured from top
of the deck to the upper edge of the cargo rail.
O. Accesses to Ships
The design appraisal and testing of accesses to ships
(accommodation ladders, gangways) are not part of
Classification.
However, approval of substructures in way of accommo-
dation ladders and gangways is part of Classification.
Note
For ships subject to the requirements of See-Berufs-
genossenschaft the Guidelines for the Construction
and Testing of Accesses to Ships (VI-2-4) apply. These
Guidelines will be applied in all cases where GL is
entrusted with the judgement of accesses to ships.

5. Guard-rail stanchions are not to be welded to

the shell plating.
P. Moon Pools
6. The use of doubling plates below guard-rail
stanchions is permitted, if the dimensions are according 1. The following items have to be carefully
to Fig. 21.2 and the fatigue requirements in Section 20 considered in the design of moon-pools:
are fulfilled (see respective detail in Table 20.5). – kinematics of entrapped water in the moon pool
(this includes effects like possible resonant wa-
Tube FB ter motions (sloshing and piston mode) and in-
tD ³ 2 t 1 tD ³ t1 . 1,2
fluence on ship motions
t1
b £ tD b £ tD – stress concentrations within the corners of the
(t1) moon pool opening
b b
tD

tD

2. In order to limit the water motions in the

moon pool internal baffling structures should be fitted.

Fig. 21.2 Plates below guard-rail stanchions
N. Cargo Rails
1. Where cargo rails are fitted on deck, stan-
chions of the cargo rail are to be efficiently attached
and supported. Scantlings of the stanchions and the
cargo rail have to be determined by using the load
condition and permissible stresses according to Sec-
tion 7, A.8.
3. Scantlings of moon pools have to be deter-
mined under consideration of the requirements in
Section 12, B., E. and Section 4, D. as applicable for
partially filled tanks. The design pressures according
to Section 4, D. have to be derived by considering the
upper edge of the Moon Pool coaming as the tank top.
Direct load and strength assessments can be required
for special arrangements and designs.
4. Moon Pool Hatch Covers have to be designed
according to the requirements of GL Rules for Hull
Structures (I-1-1), Section 17 as applicable.
I - Part 6 Section 22 B Structural Fire Protection Chapter 1
GL 2012 Page 22–1

Section 22

Structural Fire Protection

A. General – List of approved materials and equipment

1. Application, submission of plans
1.1 These regulations apply to ships to be classed
for unrestricted service.
For ships classed for restricted service or ships which
are intended to trade within specified limits exceptions
from the requirements of this Section may be permit-
ted.
1.2 The terms used in this Section correspond to
the definitions as per Chapter II–2, Regulation 3 of
SOLAS 74.
The term "Special Personnel" is as defined in the
"Code of Safety for Special Purpose Ships, 2008" (cf.
IMO MSC.266(84)). The special personnel may in-
clude up to 12 passengers.
1.3 The term "Approved" relates to a material or con-
struction, for which GL has issued an Approval Certifi-
cate. A type approval can be issued on the basis of a
successful standard fire test, which has been carried out
by a neutral and recognized fire testing institute.
1.4 The fire safety design and arrangements may
differ from the prescriptive regulations of this Section,
provided that the design and arrangements meet the
fire safety objectives and functional requirements of
Chapter II-2 of SOLAS 74 1. Compliance of the alter-
native design and arrangements needs to be verified
by an engineering analysis.
1.5 The following drawings and documents are to
be submitted for perusal:
– Fire division plan
– Insulation plan
– Joiner plan
– Ventilation and Air condition scheme
– General Arrangement (for information only)
Additional drawings for ships with more than 60 per-
sons of special personnel and crew or more than 12
passengers
– Escape way plan incl. escape way calculation
– Evacuation analysis (only Ro-Ro ships)
– Fire load calculation
– Safety sign scheme
1.6 Type "A", "B" and "C" class partitions, fire
dampers, duct penetrations as well as the insulation ma-
terials, linings, ceilings, surface materials and not read-
ily ignitable deck coverings shall be of approved type.
1.7 For regulations on fire alarm systems and on
fire extinguishing arrangements, see the GL Rules for
Machinery Installations (I-1-2), Section 12.
The different services provided by offshore service
vessels require different additional fire detection, fire
alarm and fire extinguishing measures. The relevant re-
quirements are defined in the corresponding Sections
of the GL Rules for Machinery and Systems (I-6-2).
1.8 IACS Unified Interpretations have to be ob-
served and shall be complied with.
B. Ships with a Total of 60 Persons on Board
The requirements of this section may also be applied
to ships with more than 60 persons on board when the
total number of special personnel and passengers is
limited to a maximum of 12 persons.
Ships of less than 500 GT may deviate from the re-
quirements of this section considering the ship's size,
type and range of operation.

– Deck covering plan 1. Materials

– Door plan
1.1 The hull, decks, structural bulkheads, super-
– Window plan structures and deckhouses are to be of steel except
where in special cases the use of other suitable material
– Fire control plan (for information only) may be approved, having in mind the risk of fire.

–––––––––––––– 1.2 Components made from aluminium alloys re-

1 Reference is made to the "Guidelines on Alternative Design
quire special treatment, with regard to the mechanical
and Arrangements for Fire Safety" adopted by IMO by MSC/ properties of the material in case of temperature in-
Circ.1002 crease. In principle, the following is to be observed:
Chapter 1 Section 22 B Structural Fire Protection
Page 22–2
1.2.1 The insulation of "A" or "B" class divisions
shall be such that the temperature of the structural core
does not rise more than 200 °C above the ambient
temperature at any time during the applicable fire
exposure to the standard fire test.
1.2.2 Special attention shall be given to the insula-
tion of aluminium alloy components of columns, stan-
chions and other structural members required to sup-
port lifeboat and liferaft stowage, launching and embar-
kation areas, and "A" and "B" class divisions to ensure:
that for such members supporting lifeboat and liferaft
areas and "A" class divisions, the temperature rise
limitation specified in 1.2.1 shall apply at the end of
one hour; and
that for such members required to support "B" class
divisions, the temperature rise limitation specified in
1.2.1 shall apply at the end of half an hour.
1.2.3 Crowns and casings of machinery spaces of
category A shall be of steel construction and be insu-
lated as required by Table 22.1 as appropriate. Open-
ings therein, if any, shall be suitably arranged and
protected to prevent the spread of fire.
2. Accommodation and service spaces
2.1 One of the following methods of protection
shall be adopted in accommodation and service areas:
2.1.1 Method IC The construction of all internal
divisional bulkheading of non-combustible "B" or "C"
class divisions generally without the installation of an
automatic sprinkler, fire detection and fire alarm sys-
tem in the accommodation and service spaces, except
as required by 10.1; or
2.1.2 Method IIC The fitting of an automatic
sprinkler, fire detection and fire alarm system, as re-
quired by 10.2 for the detection and extinction of fire
in all spaces in which fire might be expected to origi-
nate, generally with no restriction on the type of inter-
nal divisional bulkheading; or
2.1.3 Method IIIC The fitting of a fixed fire de-
tection and fire alarm system, as required by 10.3, in
all spaces in which a fire might be expected to origi-
nate, generally with no restriction on the type of inter-
nal divisional bulkheading, except that in no case shall
the area of any accommodation space or spaces
bounded by an "A" or "B" class division exceed
50 m². Consideration may be given to increasing this
area for public spaces.
2.2 The requirements for the use of non-com-
bustible materials in construction and insulation of the
boundary bulkheads of machinery spaces, control
stations, service spaces, etc., and the protection of
stairway enclosures and corridors will be common to
all three methods.
I - Part 6
GL 2012
3. Bulkheads within the accommodation and
service spaces
3.1 All bulkheads required to be "B" class divi-
sions shall extend from deck to deck and to the shell
or other boundaries, unless continuous "B" class ceil-
ings or linings are fitted on both sides of the bulkhead
in which case the bulkhead may terminate at the con-
tinuous ceiling or lining.
3.2 Method IC
All bulkheads not required by this or other require-
ments of this Section to be "A" or "B" class divisions,
shall be of at least "C" class construction.
3.3 Method IIC
There shall be no restriction on the construction of
bulkheads not required by this or other requirements
of this Section to be "A" or "B" class divisions except
in individual cases where "C" class bulkheads are
required in accordance with Table 22.1.
3.4 Method IIIC
There shall be no restriction on the construction of
bulkheads not required by this Section to be "A" or
"B" class divisions except that the area of any accom-
modation space or spaces bounded by a continuous
"A" or "B" class division shall in no case exceed
50 m2 except in individual cases where "C" class bulk-
heads are required in accordance with Table 22.1.
Consideration may be given to increasing this area for
public spaces.
4. Fire integrity of bulkheads and decks
4.1 In addition to complying with the specific
provisions for fire integrity of bulkheads and decks
mentioned elsewhere in this Section, the minimum fire
integrity of bulkheads and decks shall be as prescribed
in Table 22.1 and 22.2.
4.2 On ships intended for the carriage of danger-
ous goods the bulkheads forming boundaries between
cargo spaces and machinery spaces of category A
shall be insulated to "A-60" standard, unless the dan-
gerous goods are stowed at least 3 m horizontally
away from such bulkheads. Other boundaries between
such spaces shall be insulated to "A-60" standard.
4.3 Continuous "B" class ceilings or linings, in
association with the relevant decks or bulkheads, may
be accepted as contributing, wholly or in part, to the
required insulation and integrity of a division.
4.4 External boundaries which are required in 1.1
to be of steel or other equivalent material may be
pierced for the fitting of windows and sidescuttles
provided that there is no requirement for such bounda-
ries to have "A" class integrity elsewhere in these
requirements. Similarly, in such boundaries which are
I - Part 6 Section 22 B Structural Fire Protection Chapter 1
GL 2012 Page 22–3

not required to have "A" class integrity, doors may be
of materials to meet the requirements of their applica-
tion.
4.5 The following requirements shall govern
application of the Tables:
Tables 22.1 and 22.2 shall apply respectively to the
bulkheads and decks separating adjacent spaces.
4.6 For determining the appropriate fire integrity
standards to be applied to divisions between adjacent
spaces, such spaces are classified according to their
fire risk as shown in the following categories 1 to 11.
Where the contents and use of a space are such that
there is a doubt as to its classification for the purpose
of this regulation, or where it is possible to assign two
or more classifications to a space, it shall be treated as
a space within the relevant category having the most
stringent boundary requirements. Smaller, enclosed
room within a space that have less than 30 % commu-
nicating openings to that space are to be considered
separate spaces. The fire integrity of the boundary
bulkheads of such smaller rooms shall be as prescribed
in Tables 22.1 and 22.2. The title of each category is
intended to be typical rather than restrictive. The num-
ber in parentheses preceding each category refers to the
applicable column or row number in the tables.

Table 22.1 Fire integrity of bulkheads separating adjacent spaces

Spaces [1] [2] [3] [4] [5] [6] [7] [8] [9] [10] [11]

Control stations [1] A–05 A–0 A–60 A–0 A–15 A–60 A–15 A–60 A–60 10 A–60

Corridors [2] C B–0 B–0 B–0 A–60 A–0 A–0 A–0 10 A–30
A–03
Accommodation spaces [3] C1, 2 B–0 B–0 A–60 A–0 A–0 A–0 10 A–30
A–03
Stairways [4] B–0 B–0 A–60 A–0 A–0 A–0 10 A–30
A–03 A–03 10
Service spaces (low risk)) [5] C A–60 A–0 A–0 A–0 10 A–0
Machinery spaces of category A [6] 10 A–0 A–07 A–60 10 A–606
Other machinery spaces [7] A–04 A–0 A–0 10 A–0

Cargo spaces [8] 10 A–0 10 A–0

Service spaces (high risk) [9] A–04 10 A–30

Open decks [10] – A–0

Ro/ro cargo spaces [11] 10,8
Notes to be applied to Tables 22. 5 and 22.6, as appropriate
1 No special requirements are imposed upon bulkheads in methods IIC and IIIC fire protection.
2 In case of method IIC "B" class bulkheads of "B–0" rating shall be provided between spaces or groups of spaces of 50 m2 and over in
area.
3 For clarification as to which applies, see 3. and 5.
4 Where spaces are of the same numerical category and superscript 4 appears, a bulkhead or deck of the rating shown in the Tables in only
required when the adjacent spaces are for a different purpose, e.g. in category 9. A galley next to a galley does not require a bulkhead but
a galley next to a paint room requires an "A–0" bulkhead.
5 Bulkheads separating the wheelhouse, chartroom and radio room from each other may be "B–0" rating.
6 A–0 rating may be used if no dangerous goods are intended to be carried or if such goods are stowed not less than 3 m horizontally from
such bulkhead.
7 For cargo spaces in which dangerous goods are intended to be carried, 4.2 applies.
8 Bulkheads and deck separating ro/ro cargo spaces shall be capable of being closed reasonably gastight and such divisions shall have "A"
class integrity in so far as is reasonable and practicable.
9 Fire insulation need not be fitted if the machinery space in category 7, has little or no fire risk.
10 Where a 10 appears in the Tables, the division is required to be of steel or other equivalent material but is not required to be of "A" class
standard.
Chapter 1 Section 22 B Structural Fire Protection I - Part 6
Page 22–4 GL 2012

Table 22.2 Fire integrity of decks separating adjacent spaces

Space above
[1] [2] [3] [4] [5] [6] [7] [8] [9] [10] [11]
Space below
Control stations [1] A–0 A–0 A–0 A–0 A–0 A–60 A–0 A–0 A–0 10 A–60
Corridors [2] A–0 10 10 A–0 10 A–60 A–0 A–0 A–0 10 A–30
Accommodations spaces [3] A–60 A–0 10 A–0 10 A–60 A–0 A–0 A–0 10 A–30
Stairways [4] A–0 A–0 A–0 10 A–0 A–60 A–0 A–0 A–0 10 A–30
Service spaces (low risk) [5] A–15 A–0 A–0 A–0 10 A–60 A–0 A–0 A–0 10 A–0
Machinery spaces of category A [6] A–60 A–60 A–60 A–60 A–60 10 A–609 A–30 A–60 10 A–60
Other machinery spaces [7] A–15 A–0 A–0 A–0 A–0 A–0 10 A–0 A–0 10 A–0
Cargo spaces [8] A–60 A–0 A–0 A–0 A–0 A–0 A–0 10 A–0 10 A–0
Service spaces (high risk) [9] A–60 A–0 A–0 A–0 A–0 A–60 A–0 A–0 A–04 10 A–30

Open decks [10] 10 10 10 10 10 10 10 10 10 – 10

Ro/ro cargo spaces [11] A–60 A–30 A–30 A–30 A–0 A–60 A–0 A–0 A–30 10 10,8
See notes under Table 22.5.

[1] Control stations [6] Machinery spaces of category A

Spaces containing emergency sources of power
and lighting. Wheelhouse and chartroom.
Spaces containing the ship's radio equipment.
Fire control stations. Control room for propul-
sion machinery when located outside the ma-
chinery space. Spaces containing centralized fire
alarm equipment.
[2] Corridors
Corridors and lobbies.
[3] Accommodation spaces
Spaces used for public spaces, lavatories, cab-
ins, offices, hospitals, cinemas, games and
hobby rooms, barber ships, pantries containing
no cooking appliances and similar spaces.
[4] Stairways
Interior stairways, lifts, totally enclosed emer-
gency escape trunks and escalators (other than
those wholly contained within the machinery
spaces) and enclosures thereto.
In this connection, a stairway which is enclosed
only at one level shall be regarded as part of the
space from which it is not separated by a fire
door.
[5] Service spaces (low risk)
Lockers and store-rooms not having provisions
for the storage of flammable liquids and having
areas less than 4 m² and drying rooms and laun-
dries.
Spaces and trunks to such spaces which contain:
internal combustion machinery used for main
propulsion; or
internal combustion machinery used for pur-
poses other than main propulsion where such
machinery has in the aggregate a total power
output of not less than 375 kW; or
any oil-fired boiler or oil fuel unit.
[7] Other machinery spaces
Spaces, other than machinery spaces of category
A, containing propulsion machinery, boilers, oil
fuel units, steam and internal combustion en-
gines, generators and major electrical machin-
ery, oil filling stations, refrigerating, stabilizing,
ventilation and air conditioning machinery, and
similar spaces, and trunks to such spaces. Elec-
trical equipment rooms (auto-telephone ex-
change, air-conditioning duct spaces)
[8] Cargo spaces
All spaces used for cargo (including cargo oil
tanks) and trunkways and hatchways to such
spaces.
[9] Service spaces (high risk)
Galleys, pantries containing cooking appliances,
saunas, paint and lamp rooms, lockers and store-
rooms having areas of 4 m2 or more, spaces for
the storage of flammable liquids, and workshops
other than those forming part of the machinery
spaces.
I - Part 6 Section 22 B Structural Fire Protection
GL 2012
[10] Open decks
Open deck spaces and enclosed promenades
having no fire risk. Enclosed promenades shall
have no significant fire risk, meaning that fur-
nishing should be restricted to deck furniture. In
addition, such spaces shall be naturally venti-
lated by permanent openings. Air spaces (the
space outside superstructures and deckhouses).
[11] Ro-ro and vehicle spaces
5. Protection of stairways and lift trunks in
accommodation spaces, service spaces and
control stations
5.1 Stairways which penetrate only a single deck
shall be protected at least at one level by at least "B-0"
class divisions and self-closing doors. Lifts which pene-
trate only a single deck shall be surrounded by "A-0"
class divisions with steel doors at both levels. Stairways
and lift trunks which penetrate more than a single deck
shall be surrounded by at least "A-0" class divisions
and be protected by self-closing doors at all levels.
5.2 On ships having accommodation for 12 per-
sons or less, where stairways penetrate more than a
single deck and where there are at least two escape
routes direct to the open deck at every accommodation
level, consideration may be given reducing the "A-0"
requirements of 5.1 to "B-0".
5.3 All stairways shall be of steel frame construc-
tion or of other equivalent material.
6. Openings in fire resisting divisions
6.1 Where "A" or "B" class divisions are pene-
trated for the passage of electric cables, pipes, trunks,
ducts, etc. or for girders, beams or other structural
members, arrangements shall be made to ensure that
the fire resistance is not impaired.
6.2 Except for hatches between cargo, special
category, store, and baggage spaces, and between such
spaces and the weather decks, all openings shall be
provided with permanently attached means of closing
which shall be at least as effective for resisting fires as
the divisions in which they are fitted 2.
6.3 The fire resistance of doors shall be equiva-
lent to that of the division in which they are fitted.
Doors and door frames in "A" class divisions shall be
constructed of steel. Doors in "B" class divisions shall
be non-combustible. Doors fitted in boundary bulk-
heads of machinery spaces of category A shall be
reasonably gastight and self-closing. In ships con-
structed according to method IC the use of combusti-
––––––––––––––
2 Reference is made to the Fire Test Procedure Code, Annex 1,
Part 3, adopted by IMO by Resolution MSC.61(67). On ships
constructed on or after 1 July 2012, the new Fire Test Procedure
Code, adopted by IMO by Resolution MSC.307(88), is appli-
cable.
Chapter 1
Page 22–5
ble materials in doors separating cabins from individ-
ual interior sanitary accommodation such as showers
may be permitted.
6.4 Doors required to be self-closing shall not be
fitted with hold-back hooks. However, hold-back
arrangements fitted with remote release devices of the
fail-safe type may be utilized.
6.5 In corridor bulkheads ventilation openings
may be permitted only in and under class B-doors of
cabins and public spaces. Ventilation openings are
also permitted in B-doors leading to lavatories, of-
fices, pantries, lockers and store rooms. Except as
permitted below, the openings shall be provided only
in the lower half of a door. Where such opening is in
or under a door the total net area of any such opening
or openings shall not exceed 0,05 m². Alternatively, a
non-combustible air balance duct routed between the
cabin and the corridor, and located below the sanitary
unit is permitted where the cross-sectional area of the
duct does not exceed 0,05 m2. Ventilation openings,
except those under the door, shall be fitted with a
grille made of non-combustible material.
6.6 Watertight doors need not be insulated.
7. Ventilation systems
7.1 Ventilation ducts shall be of non-combustible
material. Short ducts, however, not generally exceed-
ing 2 m in length and with a cross-section not exceed-
ing 0,02 m2 need not be non-combustible, subject to
the following conditions:
7.1.1 these ducts shall be of a material having low
flame spread characteristics which is type approved 3.
7.1.2 they may only be used at the end of the venti-
lation device;
7.1.3 they shall not be situated less than 600 mm,
measured along the duct, from an opening in an "A" or
"B" class division including continuous "B" class
ceilings.
7.2 Where a thin plated duct with a free cross-
sectional area equal to, or less than, 0,02 m² passes
through "A" class bulkheads or decks, the opening
shall be lined with a steel sheet sleeve having a thick-
ness of at least 3 mm and a length of at least 200 mm,
divided preferably into 100 mm on each side of the
bulkhead or, in the case of the deck, wholly laid on the
lower side of the decks pierced.
Where ventilation ducts with a free cross-sectional
area exceeding 0,02, m2 pass through "A" class bulk-
heads or decks, the opening shall be lined with a steel
––––––––––––––
3 Reference is made to the Fire Test Procedure Code, Annex 1,
Part 5, adopted by IMO by Resolution MSC.61(67). On ships
constructed on or after 1 July 2012, the new Fire Test Procedure
Code, adopted by IMO by Resolution MSC.307(88), is appli-
cable.
Chapter 1 Section 22 B Structural Fire Protection
Page 22–6
sheet sleeve. However, where such ducts are of steel
construction and pass through a deck or bulkhead, the
ducts and sleeves shall comply with the following:
7.2.1 The sleeves shall have a thickness of at least
3 mm and a length of at least 900 mm. When passing
through bulkheads, this length shall be divided pref-
erably into 450 mm on each side of the bulkhead.
These ducts, or sleeves lining such ducts, shall be
provided with fire insulation. The insulation shall have
at least the same fire integrity as the bulkhead or deck
through which the duct passes.
7.2.2 Ducts with a free cross-sectional area exceed-
ing 0,075 m² shall be fitted with fire dampers in addi-
tion to the requirements of 7.2.1. The fire damper shall
also be capable of being closed manually from both
sides of the bulkhead or deck. The damper shall be
provided with an indicator which shows whether the
damper is open or closed. Fire dampers are not re-
quired, however, where ducts pass through spaces
surrounded by "A" class divisions, without serving
those spaces, provided those ducts have the same fire
integrity as the divisions which they pierce.
7.2.3 The following arrangement shall be of an
approved type 2.
7.2.3.1 fire dampers, including relevant means of
operation
7.2.3.2 duct penetrations through "A" class divisions.
Where steel sleeves are directly joined to ventilation
ducts by means of riveted or screwed flanges or by
welding, the test is not required.
7.3 The main inlets and outlets of all ventilation
systems shall be capable of being closed from outside
the respective spaces in the event of a fire.
7.4 Where they pass through accommodation
spaces or spaces containing combustible materials, the
exhaust ducts from galley ranges shall be constructed
of insulated "A" class divisions. Each exhaust duct
shall be fitted with:
7.4.1 a grease trap readily removable for cleaning;
7.4.2 a fire damper located in the lower end of the
duct;
7.4.3 arrangements, operable from within the gal-
ley, for shutting off the exhaust fan; and
7.4.4 fixed means for extinguishing a fire within
the duct (see the GL Rules for Machinery Installations
(I-1-2), Section 12).
7.5 Such measures as are practicable shall be
taken in respect of control stations outside machinery
spaces in order to ensure that ventilation, visibility and
freedom from smoke are maintained, so that in the
event of fire the machinery and equipment contained
therein may be supervised and continue to function
I - Part 6
GL 2012
effectively. Alternative and separate means of air
supply shall be provided; air inlets of the two sources
of supply shall be so disposed that the risk of both
inlets drawing in smoke simultaneously is minimized.
Such requirements need not apply to control stations
situated on, and opening on to, an open deck.
7.6 The ventilation system for machinery spaces
of category A, vehicle spaces, ro-ro spaces, galleys,
special category spaces and cargo spaces shall, in
general, be separated from each other and from the
ventilation systems serving other spaces. Except that
galley ventilation on ships of less than 4 000 gross
tonnage need not be completely separated, but may be
served by separate ducts from a ventilation unit serv-
ing other spaces. In any case, an automatic fire damper
shall be fitted in the galley ventilation ducts near the
ventilation unit.
7.7 Ducts provided for the ventilation of machin-
ery spaces of category A, galleys, vehicle spaces, ro-ro
cargo spaces or special category spaces shall not pass
through accommodation spaces, service spaces or
control stations unless the ducts are either:
7.7.1 constructed of steel having a thickness of at
least 3 mm and 5 mm for ducts the widths or diame-
ters of which are up to and including 300 mm and
760 mm and over respectively and, in the case of such
ducts, the widths or diameters of which are between
300 mm and 760 mm having a thickness to be ob-
tained by interpolation;
suitably supported and stiffened;
fitted with automatic fire dampers close to the bounda-
ries penetrated; and
insulated to "A-60" standard from the machinery
spaces, galleys, vehicle spaces, ro-ro cargo spaces or
special category spaces to a point at least 5 m beyond
each fire damper;
or
7.7.2 constructed of steel suitable supported and
stiffened and insulated to "A-60" standard throughout
the accommodation spaces, service spaces or control
stations.
7.8 Ducts provided for the ventilation to accom-
modation spaces, service spaces or control stations
shall not pass through machinery spaces of category
A, galleys, vehicle spaces, ro-ro cargo spaces or spe-
cial category spaces unless either:
7.8.1 the ducts where they pass through a machin-
ery space of category A, galley, vehicle space, ro-ro
cargo space or special category space are constructed
of steel, suitable supported and stiffened and
automatic fire dampers are fitted close to the bounda-
ries penetrated; and
the integrity of the machinery space, galley, vehicle
space, ro-ro cargo space or special category space
boundaries is maintained at the penetrations; or
I - Part 6 Section 22 B Structural Fire Protection
GL 2012
7.8.2 the ducts where they pass through a machin-
ery space of category A, galley, vehicle space, ro-ro
cargo space or special category space are constructed
of steel, suitable supported and stiffened, and
are insulated to "A-60" standard throughout the ac-
commodation spaces, service spaces or control sta-
tions.
7.9 Ventilation ducts with a free cross-sectional
area exceeding 0,02 m² passing through "B" class
bulkheads shall be lined with steel sheet sleeves of
900 mm in length divided preferably into 450 mm on
each side of the bulkheads unless the duct is of steel
for this length.
7.10 Power ventilation of accommodation spaces,
service spaces, cargo spaces, control stations and
machinery spaces shall be capable of being stopped
from an easily accessible position outside the space
being served. This position should not be readily cut
off in the event of a fire in the spaces served. The
means provided for stopping the power ventilation of
the machinery spaces shall be entirely separate from
the means provided for stopping ventilation of other
spaces.
8. Restricted use of combustible materials
8.1 All exposed surfaces in corridors and stair-
way enclosures and surfaces including grounds in
concealed or inaccessible spaces in accommodation
and service spaces and control stations shall have low
flame-spread characteristics. Exposed surfaces of
ceilings in accommodation and service spaces (except
saunas) and control stations shall have low flame-
spread characteristics 3.
8.2 Paints, varnishes and other finishes used on
exposed interior surfaces shall not offer an undue fire
hazard and shall not be capable of producing exces-
sive quantities of smoke 4.
8.3 Primary deck coverings, if applied, in ac-
commodation and service spaces and control stations
shall be of an approved material which will not readily
ignite, or give rise to toxic or explosive hazardous at
elevated temperatures 5.
8.4 Waste receptacles (see D.10.9)
––––––––––––––
4 Reference is made to the Fire Test Procedure Code, Annex 1,
Part 2, adopted by IMO by Resolution MSC.61(67). On ships
constructed on or after 1 July 2012, the new Fire Test Procedure
Code, adopted by IMO by Resolution MSC.307(88), is appli-
cable.
5 Reference is made to the Fire Test Procedure Code, Annex 1,
Part 6, adopted by IMO by Resolution MSC.61(67). On ships
constructed on or after 1 July 2012, the new Fire Test Procedure
Code, adopted by IMO by Resolution MSC.307(88), is appli-
cable.
Chapter 1
Page 22–7
9. Details of construction
9.1 Method IC
In accommodation and service spaces and control
stations all linings, draught stops, ceilings and their
associated grounds shall be of non-combustible mate-
rials.
9.2 Methods IIC and IIIC
In corridors and stairway enclosures serving accom-
modation and service spaces and control stations,
ceilings, linings, draught stops and their associated
grounds shall be of non-combustible materials.
9.3 Methods IC, IIC and IIIC
9.3.1 Except in cargo spaces or refrigerated com-
partments of service spaces, insulating materials shall
be non-combustible. Vapour barriers and adhesives
used in conjunction with insulation, as well as the
insulation of pipe fittings, for cold service systems,
need not be of non-combustible materials, but they
shall be kept to the minimum quantity practicable and
their exposed surfaces shall have low flame spread
characteristics.
9.3.2 Where non-combustible bulkheads, linings
and ceilings are fitted in accommodation and service
spaces they may have a combustible veneer with a
calorific value 6 not exceeding 45 MJ/m2 of the area
for the thickness used.
9.3.3 The total volume of combustible facings,
mouldings, decorations and veneers in any accommo-
dation and service space bounded by non-combustible
bulkheads, ceilings and linings shall not exceed a
volume equivalent to a 2,5 mm veneer on the com-
bined area of the walls and ceilings.
9.3.4 Air spaces enclosed behind ceilings, panel-
lings, or linings, shall be divided by close-fitting
draught stops spaced not more than 14 m apart. In the
vertical direction, such air spaces, including those
behind linings of stairways, trunks, etc., shall be
closed at each deck.
10. Fixed fire detection and fire alarm sys-
tems, automatic sprinkler, fire detection
and fire alarm system
10.1 In ships in which method IC is adopted, a
smoke detection system shall be so installed and ar-
ranged as to protect all corridors, stairways and escape
routes within accommodation spaces.
10.2 In ships in which method IIC is adopted, an
automatic sprinkler, fire detection and fire alarm sys-
––––––––––––––
6 The gross calorific value measured in accordance with ISO
standard 1716 - "Building Materials - Determination of Calo-
rific Potential", should be quoted.
Chapter 1 Section 22 B Structural Fire Protection
Page 22–8
tem shall be so installed and arranged as to protect
accommodation spaces, galleys and other service
spaces, except spaces which afford no substantial fire
risk such as void spaces, sanitary spaces, etc. In addi-
tion, a fixed fire detection and fire alarm system shall
be so arranged and installed as to provide smoke de-
tection in all corridors, stairways and escape routes
within accommodation spaces.
10.3 In ships in which method IIIC is adopted, a
fixed fire detection and fire alarm system shall be so
installed and arranged as to detect the presence of fire
in all accommodation spaces and service spaces, ex-
cept spaces which afford no substantial fire risk such
as void spaces, sanitary spaces, etc. In addition, a
fixed fire detection and fire alarm system shall be so
arranged and installed as to provide smoke detection
in all corridors, stairways and escape routes within
accommodation spaces.
11. Means of escape
11.1 Unless expressly provided otherwise in this
regulation, at least two widely separated and ready
means of escape shall be provided from all spaces and
group of spaces. Lifts shall not be considered as form-
ing one of the required means of escape.
11.2 Doors in escape routes shall, in general, open
in-way of the direction of escape, except that
11.2.1 individual cabin doors may open into the
cabins in order to avoid injury to persons in the corri-
dor when the door is opened, and
11.2.2 doors in vertical emergency escape trunks
may open out of the trunk in order to permit the trunk
to be used both for escape and access.
11.3 Stairways and ladders shall be so arranged as
to provide, from all accommodation spaces and from
spaces in which the crew is normally employed, other
than machinery spaces, ready means of escape to the
open deck and thence to the lifeboats and liferafts. In
particular the following general provisions shall be
complied with:
11.3.1 At all levels of accommodation there shall be
provided at least two widely separated means of es-
cape from each restricted space or group of spaces.
11.3.2 Below the lowest open deck the main means
of escape shall be a stairway and the second escape
may be a trunk or a stairway.
11.3.3 Above the lowest open deck the means of
escape shall be stairways or doors to an open deck or a
combination thereof.
11.4 Stairways and corridors used as means of
escape shall be not less than 700 mm in clear width
and shall have a handrail on one side. Stairways and
corridors with a clear width of 1800 mm and above
I - Part 6
GL 2012
shall have handrails on both sides. The angle of incli-
nation of stairways shall be, in general, 45°, but not
greater than 50°, and in machinery spaces and small
spaces not more than 60°. Doorways which give ac-
cess to a stairway shall be of the same size as the
stairway 7.
11.5 Dispense may be given with one of the means
of escape, due regard being paid to the nature and
location of spaces and to the numbers of persons who
normally might be quartered or employed there.
11.6 No dead-end corridors having a length of
more than 7 m shall be accepted. A dead-end corridor
is a corridor or part of a corridor from which there is
only one escape route.
11.7 If a radiotelegraph station has no direct ac-
cess to the open deck, two means of access to or
egress from such station shall be provided, one of
which may be a porthole or window of sufficient size
or other means to provide an emergency escape.
11.8 At least two means shall be provided in ro-ro
cargo spaces where the crew are normally employed.
The escape routes shall provide safe escape to the
lifeboat and liferaft embarkation decks and shall be
located at the fore and aft ends of the space.
11.9 Two means of escape shall be provided from
each machinery space of category A. In particular, one
of the following provisions shall be complied with:
11.9.1 two sets of steel ladders as widely separated
as possible leading to doors in the upper part of the
space similarly separated and from which access is
provided to the open deck. One of these ladders shall
be located within a protected enclosure having fire
integrity, including insulation values, in accordance
with the Tables 22.1 and 22.2 for category (4) space
from the lower part of the space to a safe position
outside the space. Self-closing fire doors having the
same fire integrity shall be fitted in the enclosure. The
ladder shall be fixed in such a way that heat is not
transferred into the enclosure through non-insulated
fixing points. The enclosure shall have minimum
internal dimensions of at least 800 mm × 800 mm, and
shall have emergency lighting provisions;
or
11.9.2 one steel ladder leading to a door in the upper
part of the space from which access is provided to the
open deck and additionally, in the lower part of the
space and in a position well separated from the ladder
referred to, a steel door capable of being operated
from each side and which provides access to a safe
escape route from the lower part of the space to the
open deck.
––––––––––––––
7
Reference is made to the Fire Safety Systems Code adopted by
IMO by Resolution MSC.98(73). On ships constructed on or af-
ter 1 July 2012, the new Fire Test Procedure Code, adopted by
IMO by Resolution MSC.307(88), is applicable.
I - Part 6 Section 22 B Structural Fire Protection
GL 2012
11.9.3 For a ship of a gross tonnage less than 1 000,
dispense may be given with one of the means of es-
cape due regard being paid to the dimension and dis-
position of the upper part of the space.
11.9.4 In the steering gear room, a second means of
escape shall be provided when the emergency steering
position is located in that space unless there is direct
access to the open deck.
11.10 From machinery spaces other than those of
category A; two escape routes shall be provided ex-
cept that a single escape route may be accepted for
spaces that are entered only occasionally, and for
spaces where the maximum travel distance to the door
is 5 m or less.
12. Miscellaneous items
12.1 The cargo holds and machinery spaces shall
be capable of being effectively sealed such as to pre-
vent the inlet of air. Doors fitted in boundary bulk-
heads of machinery spaces of category A shall be
reasonably gastight and self-closing.
12.2 Construction and arrangement of saunas (see
D.11.5).
13. Protection of cargo spaces
Fire-extinguishing arrangements in cargo spaces
Fire-extinguishing arrangements according to the GL
Rules for Machinery Installations (I-1-2), Section 12
are to be provided for cargo spaces.
14. Protection of vehicle and ro-ro spaces
14.1 Fire detection
There shall be provided a fixed fire detection and fire
alarm system of an approved type (see also the GL
Rules for Machinery Installations (I-1-2), Section 12).
A sample extraction smoke detection system of an
approved type (see also the GL Rules for Machinery
Installations (I-1-2), Section 12) may be accepted as
equivalent, except for open ro-ro and vehicle spaces.
14.2 Fire-extinguishing arrangements
14.2.1 Vehicle spaces and ro-ro spaces which are
capable of being sealed from a location outside of the
cargo spaces shall be fitted with a fixed gas fire-
extinguishing system of an approved type (see also the
GL Rules for Machinery Installations (I-1-2), Section
12).
14.2.2 Ro-ro and vehicle spaces not capable of being
sealed shall be fitted with a fixed pressure water
spraying system for manual operation of an approved
type (see also the GL Rules for Machinery Installa-
tions (I-1-2), Section 12).
Chapter 1
Page 22–9
14.3 Ventilation system
Closed vehicle and ro-ro spaces shall be provided with
an effective power ventilation system sufficient to
give at least 6 air changes per hour. Beyond this, a
higher air exchange rate may be required during the
period of loading and unloading and/or depending on
the electrical installation. The system for such cargo
spaces shall be entirely separate from other ventilation
systems and shall be operating at all times when vehi-
cles are in such spaces.
Ventilation ducts serving such cargo spaces capable of
being effectively sealed shall be separated for each
such space. The system shall be capable of being con-
trolled from a position outside such spaces.
The ventilation shall be such as to prevent air stratifi-
cation and the formation of air pockets.
Means shall be provided to indicate on the navigating
bridge any loss of the required ventilating capacity.
Arrangements shall be provided to permit a rapid shut-
down and effective closure of the ventilation system in
case of fire, taking into account the weather and sea
conditions.
Ventilation ducts, including dampers, shall be made of
steel.
Permanent openings in the side plating, the ends or
deckhead of the space shall be so situated that a fire in
the cargo space does not endanger stowage areas and
embarkation stations for survival craft and accommo-
dation spaces, service spaces and control stations in su-
perstructures and deckhouses above the cargo spaces.
15. Special requirements for ships carrying
dangerous goods
15.1 Ventilation
Adequate power ventilation shall be provided in en-
closed cargo spaces. The arrangement shall be such as
to provide for at least six air changes per hour in the
cargo space based on an empty cargo space and for
removal of vapours from the upper or lower parts of
the cargo space, as appropriate.
The fans shall be such as to avoid the possibility of
ignition of flammable gas air mixtures. Suitable wire
mesh guard shall be fitted over inlet and outlet ventila-
tion openings.
Natural ventilation shall be provided in enclosed cargo
spaces intended for the carriage of solid dangerous
goods in bulk, where there is no provision for me-
chanical ventilation.
15.2 Insulation of machinery space boundaries
Bulkheads forming boundaries between cargo spaces
and machinery spaces of category A shall be insulated
to "A-60" standard, unless the dangerous goods are
stowed at least 3 m horizontally away from such bulk-
heads. Other boundaries between such spaces shall be
insulated to "A-60" standard.
Chapter 1 Section 22 C Structural Fire Protection
Page 22–10
15.3 Separation of spaces
15.3.1 In ships having ro-ro spaces, a separation
shall be provided between a closed ro-ro space and an
adjacent open ro-ro space. The separation shall be
such as to minimize the passage of dangerous vapours
and liquids between such spaces. Alternatively, such
separation need not be provided if the ro-ro space is
considered to be a closed cargo space over its entire
length and shall fully comply with the requirements of
14.
15.3.2 In ships having ro-ro spaces, a separation
shall be provided between a closed ro-ro space and the
adjacent weather deck. The separation shall be such as
to minimize the passage of dangerous vapours and
liquids between such spaces. Alternatively, a separa-
tion need not be provided if the closed ro-ro spaces are
in accordance with those required for the dangerous
goods carried on the adjacent weather deck.
15.4 Miscellaneous items
The kind and extent of the fire extinguishing equip-
ment are to meet the requirements of the GL Rules for
Machinery Installations (I-1-2), Section 12.
Electrical apparatus and cablings are to meet the re-
quirements of the GL Rules for Electrical Installations
(I-1-3), Section 16.
C. Ships with a Total of 240 Persons on Board
The requirements of this section may also be applied
to ships with more than 240 persons on board when
the total number of special personnel and passengers
is limited to a maximum of 36 persons.
1. Materials
1.1 The hull, decks, structural bulkheads, super-
structures and deckhouses are to be of steel or other
equivalent materials (aluminium alloy suitably insu-
lated).
1.2 Components made from aluminium alloys
require special treatment, with regard to the mechani-
cal properties of the material in case of temperature
increase. In principle, the following is to be observed:
1.2.1 The insulation of "A" or "B" class divisions
shall be such that the temperature of the structural core
does not rise more than 200 °C above the ambient
temperature at any time during the applicable fire
exposure to the standard fire test.
1.2.2 Special attention shall be given to the insula-
tion of aluminium alloy components of columns, stan-
chions and other structural members required to sup-
port lifeboat and liferaft stowage, launching and em-
barkation areas, and "A" and "B" class divisions to
ensure:
I - Part 6
GL 2012
that for such members supporting lifeboat and liferaft
areas and "A" class divisions, the temperature rise
limitation specified in 1.2.1 shall apply at the end of
one hour; and
that for such members required to support "B" class
divisions, the temperature rise limitation specified in
1.2.1 shall apply at the end of half an hour.
1.2.3 Crowns and casings of machinery spaces of
category A shall be of steel construction and be insu-
lated as required by Table 22.3 as appropriate. Open-
ings therein, if any, shall be suitably arranged and
protected to prevent the spread of fire.
2. Main vertical zones and horizontal zones
2.1 The hull, superstructure and deckhouses in
way of accommodation and service spaces are to be
subdivided into main vertical zones the average length
and width of which on any deck is generally not to
exceed 40 m.
Subdivision is to be effected by "A" class divisions.
As far as practicable, the bulkheads forming the
boundaries of the main vertical zones above the bulk-
head deck shall be in line with watertight subdivision
bulkheads situated immediately below the bulkhead
deck. The length and width of main vertical zones
may be extended to a maximum of 48 m in order to
bring the ends of main vertical zones to coincide with
subdivision watertight bulkheads or in order to ac-
commodate a large public space extending for the
whole length of the main vertical zone provided that
the total area of the main vertical zone is not greater
than 1600 m2 on any deck. The length or width of a
main vertical zone is the maximum distance between
the furthermost points of the bulkheads bounding it.
The divisions are to extend from deck to deck and to
the shell or other boundaries and shall have insulation
values in accordance with Table 22.3. At the edges
insulating bridges are to be provided where required.
2.2 Where a main vertical zone is subdivided by
horizontal "A" class divisions into horizontal zones for
the purpose of providing an appropriate barrier be-
tween sprinklered and non-sprinklered zones of the
ship the divisions shall extend between adjacent main
vertical zone bulkheads and to the shell or exterior
boundaries of the ship and shall be insulated in accor-
dance with the fire insulation and integrity values
given in Table 22.4.
2.3 On ships designed for special purposes
(automobile or railroad car ferries), where the provi-
sion of main vertical zone bulkheads would defeat the
purpose for which the ships is intended, equivalent
means for controlling and limiting a fire are to be
provided and specifically approved. Service spaces
and ship stores shall not be located on ro-ro decks
unless protected in accordance with the applicable
regulations.
I - Part 6 Section 22 C Structural Fire Protection Chapter 1
GL 2012 Page 22–11

3. Bulkheads within main vertical zones linings fitted on both sides of the bulkheads are at
least of the same fire resistance as the bulkhead, in
3.1 All bulkheads within accommodation and which case the bulkhead may terminate at the con-
service spaces which are not required to be "A" class tinuous ceiling or lining.
divisions shall be at least "B" class or "C" class divi-
sions as prescribed in Table 22.3. All such divisions 4. Fire integrity of bulkheads and decks
may be faced with combustible materials.
4.1 In addition to complying with the specific
3.2 All corridor bulkheads where not required to provisions for fire integrity of bulkheads and deck
be "A" class shall be "B" class divisions which shall mentioned elsewhere in this Section, the minimum fire
extend from deck to deck. integrity of all bulkheads and decks shall be as pre-
Exceptions may be permitted when continuous "B" scribed in Tables 22.3 to 22.4.
class ceilings are fitted on both sides of the bulkhead
or when the accommodations are protected by an 4.2 The following requirements shall govern
automatic sprinkler system. application of the tables:
Table 22.3 shall apply to bulkheads, separating adja-
3.3 All bulkheads required to be "B" class divi- cent spaces.
sion, except corridor bulkheads prescribed in 3.2, shall
extend from deck to deck and to the shell or other Table 22.4 shall apply to deck, separating adjacent
boundaries unless the continuous "B" class ceilings or spaces.

Table 22.3 Fire integrity of bulkheads separating adjacent spaces

Spaces [1] [2] [3] [4] [5] [6] [7] [8] [9] [10] [11]
7
Control stations [1] A–03 A–0 A–60 A–0 A–15 A–60 A–15 A–60 A–60 A–60
A–01 A–15 7
Corridors [2] C5 B–05 B–05 A–60 A–0 A–0 A–15
B–05 A–04
A–01 A–15 7 A–30
Accommodation spaces [3] C5 B–05 A–60 A–0 A–0
B–05 A–04 A–04
A–01 A–01 A–15 7
Stairways [4] A–60 A–0 A–0 7 A–15
B–05 B–05 A–04
7
Service spaces (low risk) [5] C5 A–60 A–0 A–0 A–0 A–0
Machinery spaces of 7 7
[6] A–0 A–0 A–60 A–60
category A
7
Other machinery spaces [7] A–02 A–0 A–0 A–0
7 7
Cargo spaces [8] A–0 A–0
7
Service spaces (high risk) [9] A–0 A–30
Open decks [10] – A–0
Special category spaces and
[11] A–0
ro-ro cargo spaces
Notes to be applied to Tables 22.3 and 22.4, as appropriate
1 For clarification as to which applies see 3. and 5.
2 Where spaces are of the same numerical category and superscript 2 appears, a bulkhead or deck of the ratings shown in the tables in only
required when the adjacent spaces are for a different purpose, e.g. in category 9. A galley next to a galley does not require a bulkhead but
a galley next to a paint room requires an "A–0" bulkhead.
3 Bulkheads separating the wheelhouse and chartroom from each other may be "B–0" rating.
4 In determining the applicable fire integrity standard of a boundary between two spaces which are protected by an automatic sprinkler
system, the lesser of the two values given in the tables shall apply.
5 For the application of 2.1, "B–0" and "C", where appearing in Table 22.3, shall be read as "A–0".
6 Fire insulation need not be fitted if the machinery space of category 7, in the opinion of the Administration, has little or no fire risk.
7 Where a 7 appears in the tables, the division is required to be of steel or other equivalent material but is not required to be of "A" class
standard.
For the application of 2.1 a 7. where appearing in Table 22.4, except for categories 8 and 10, shall be read as "A–0".
Chapter 1 Section 22 C Structural Fire Protection I - Part 6
Page 22–12 GL 2012

Table 22.4 Fire integrity of decks separating adjacent spaces

Space above
[1] [2] [3] [4] [5] [6] [7] [8] [9] [10] [11]
Space below
Control stations [1] A–0 A–0 A–0 A–0 A–0 A–60 A–0 A–0 A–0 7 A–30

Corridors [2] A–0 7 7 A–0 7 A–60 A–0 A–0 A–0 7 A–0

Accommodation spaces [3] A–60 A–0 7 A–0 7 A–60 A–0 A–0 A–0 7 A–30
A–04
Stairways [4] A–0 A–0 A–0 7 A–0 A–60 A–0 A–0 A–0 7 A–0

Service spaces (low risk) [5] A–15 A–0 A–0 A–0 7 A–60 A–0 A–0 A–0 7 A–0

machinery spaces of [6] A–60 A–60 A–60 A–60 A–60 7 A–606 A–30 A–60 7 A–60
category A

Other machinery spaces [7] A–15 A–0 A–0 A–0 A–0 A–0 7 A–0 A–0 7 A–0

Cargo spaces [8] A–60 A–0 A–0 A–0 A–0 A–0 A–0 7 A–0 7 A–0

Service spaces [9] A–60 A–30 A–30 A–30 A–0 A–60 A–0 A–0 A–0 7 A–30
(high risk) A–04 A–04 A–04

Open decks [10] 7 7 7 7 7 7 7 7 7 – A–0

Special category spaces [11] A–60 A–15 A–30 A–15 A–0 A–30 A–0 A–0 A–30 A–0 A–0
and ro-ro cargo spaces A–04

See notes under Table 22.3.

4.3 For the purpose of determining the appropri- [2] Corridors

ate fire integrity standards to be applied to boundaries
between adjacent spaces, such spaces are classified
according to their fire risk as shown in the following
Categories 1 to 11. Where the contents and use of a
space are such that there is a doubt as to its classifica-
tion for the purpose of this regulation, or where it is
possible to assign two or more classifications to a
space, it shall be treated as a space within the relevant
category having the most stringent boundary require-
ments. Smaller, enclosed rooms within a space that
have less than 30 % communicating openings to that
space are to be considered separate spaces. The fire
integrity of the boundary bulkheads of such smaller
rooms shall be as prescribed in Tables 22.3 and 22.4.
The title of each category is intended to be typical
rather than restrictive.
The number in parentheses preceding each category
refers to the applicable column or row number in the
tables.
Passenger and crew corridors and lobbies.
[3] Accommodation spaces
Spaces used for public spaces, lavatories, cab-
ins, offices, hospitals, cinemas, games and hob-
by rooms, barber shops, pantries containing no
cooking appliances and similar spaces.
[4] Stairways
Interior stairways, lifts, totally enclosed emer-
gency escape trunks and escalators (other than
those wholly contained within the machinery
spaces) and enclosures thereto.
In this connection, a stairway which is enclosed
only at one level shall be regarded as part of the
space from which it is not separated by a fire
door.

[1] Control stations [5] Service spaces (low risk)

Spaces containing emergency sources of power
and lighting. Wheelhouse and chartroom.
Spaces containing the ship's radio equipment.
Fire control stations. Control room for propul-
sion machinery when located outside the propul-
[6]
sion machinery space. Spaces containing cen-
tralized fire alarm equipment.
Lockers and store-rooms not having provisions
for the storage of flammable liquids and having
areas less than 4 m2 and drying rooms and laun-
dries.
Machinery spaces of category A
Spaces and trunks to such spaces which contain:
I - Part 6 Section 22 C Structural Fire Protection
GL 2012
internal combustion machinery used for main
propulsion; or
internal combustion machinery used for pur-
poses other than main propulsion where such
machinery has in the aggregate a total power
output of not less than 375 kW; or
any oil-fired boiler or oil fuel unit.
[7] Other machinery spaces
Spaces, other than machinery spaces of category
A, containing propulsion machinery, boilers, oil
fuel units, steam and internal combustion en-
gines, generators and major electrical machin-
ery, oil filling stations, refrigerating, stabilizing,
ventilation and air conditioning machinery, and
similar spaces, and trunks to such spaces.
Electrical equipment rooms (auto-telephone ex-
change, air-conditioning duct spaces)
[8] Cargo spaces
All spaces used for cargo (including cargo oil
tanks) and trunkways and hatchways to such
spaces, other than special category spaces.
[9] Service spaces (high risk)
Galleys, pantries containing cooking appliances,
paint and lamp rooms, lockers and store-rooms
having areas of 4 m2 or more, spaces for the
storage of flammable liquids, saunas and work-
shops other than those forming part of the ma-
chinery spaces.
[10] Open decks
Open deck spaces and enclosed promenades
having little or no fire risk. Enclosed prome-
nades shall have no significant fire risk, mean-
ing that furnishing should be restricted to deck
furniture. In addition, such spaces shall be natu-
rally ventilated by permanent openings. Air
spaces (the space outside superstructure and
deckhouses).
[11] Special category spaces and ro-ro cargo spaces
4.4 Continuous "B" class ceilings or linings, in
association with the relevant decks or bulkheads, may
be accepted as contributing wholly or in part, to the
required insulation and integrity of a division.
4.5 See D.4.5.
5. Protection of stairways and lifts in ac-
commodation and service spaces
5.1 All stairways in accommodation and service
spaces are to be of steel frame or other approved
equivalent construction; they are to be arranged within
enclosures formed by "A" Class divisions, with effec-
tive means of closure for all openings.
The following exceptions are admissible:
Chapter 1
Page 22–13
5.1.1 A stairway connecting only two decks need
not be enclosed, provided that the integrity of the
pierced deck is maintained by suitable bulkheads or
doors at one of the two decks. When a stairway is
closed at one 'tween deck space, the stairway enclosed
shall be protected in accordance with the tables for
decks.
5.1.2 Stairways fitted within a closed public space
need not be enclosed.
5.2 Stairway enclosures are to be directly acces-
sible from the corridors and of sufficient area to pre-
vent congestion, having in mind the number of per-
sons likely to use them in an emergency. Within the
perimeter of such stairway enclosures, only public
spaces, lockers of non-combustible material providing
storage for safety equipment and open information
counters are permitted. Only public spaces, corridors,
public toilets, special category spaces, other escape
stairways required by 12.3.3 and external areas are
permitted to have direct access to these stairway en-
closures. Small corridors or lobbies used to separate
an enclosed stairway from galleys or main laundries
may have direct access to the stairway provided they
have a minimum deck area of 4,5 m2, a width of no
less than 900 mm and contain a fire hose station.
5.3 Lift trunks shall be so fitted as to prevent the
passage of smoke and flame from one 'tween deck to
another and shall be provided with means of closing
so as to permit the control of draught and smoke.
6. Openings in "A" class divisions
6.1 Where "A" class divisions are penetrated for
the passage of electric cables, pipes, trunks, ducts,
etc., or for girders, beams or other structural members,
arrangements shall be made to ensure that the fire
resistance is not impaired, subject to the provisions of
6.6.
6.2 All openings in the divisions are to be pro-
vided with permanently attached means of closing
which shall be at least as effective for resisting fire as
the divisions 2. This does not apply for hatches be-
tween cargo, special category, store and baggage
spaces and between such spaces and the weather
decks.
6.3 The construction of all doors and door frames
in "A" class divisions, with the means of securing
them when closed, shall provide resistance to fire as
well as to the passage of smoke and flame, equivalent
to that of the bulkheads in which the doors are situ-
ated. 2 Such doors and door frames shall be approved
by GL and constructed of steel or other equivalent
material. Watertight doors need not be insulated.
6.4 It shall be possible for each door to be opened
and closed from each side of the bulkhead by one
person only.
Chapter 1 Section 22 C Structural Fire Protection
Page 22–14
6.5 Fire doors in main vertical zone bulkheads,
galley boundaries and stairway enclosures other than
power-operated watertight doors and those which are
normally locked, shall satisfy the following require-
ments:
6.5.1 The doors shall be self-closing and be capa-
ble of closing against an angle of inclination of up to
3,5° opposing closure.
6.5.2 The approximate time of closure for hinged
fire doors shall be no more than 40 s and no less than
10 s from the beginning of their movement with the
ship in upright position. The approximate uniform rate
of closure for sliding fire doors shall be of no more
than 0,2 m/s and no less than 0,1 m/s with the ship in
the upright position.
6.5.3 The doors, except those for emergency es-
cape trunks shall be capable of remote release from
the continuously manned central control station, either
simultaneously or in groups and shall be capable of
release also individually from a position at both sides
of the door. Release switches shall have an on-off
function to prevent automatic resetting of the system.
6.5.4 Hold-back hooks not subject to central con-
trol station release are prohibited.
6.5.5 A door closed remotely from the central con-
trol station shall be capable of being re-opened at both
sides of the door by local control. After such local
opening, the door shall automatically close again (see
also the GL Rules for Electrical Installations (I-1-3),
Section 9)
6.5.6 Indication shall be provided at the fire door
indicator panel in the continuously manned central
control station whether each of the remote-released
doors are closed.
6.5.7 The release mechanism shall be so designed
that the door will automatically close in the event of
disruption of the control system or main source of
electric power.
6.5.8 Local power accumulators for power-
operated doors shall be provided in the immediate
vicinity of the doors to enable the doors to be operated
after disruption of the control system or main source
of electric power at least ten times (fully opened and
closed) using the local controls (see also the GL Rules
for Machinery Installations (I-1-2), Section 14).
6.5.9 Disruption of the control system or main
source of electric power at one door shall not impair
the safe functioning of the other doors.
6.5.10 Remote-released sliding or power-operated
doors shall be equipped with an alarm that sounds for
at least 5 s but no more than 10 s after the door is
released from the central control station and before the
door begins to move and continue sounding until the
door is completely closed.
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GL 2012
6.5.11 A door designed to re-open upon contacting
an object in its path shall re-open not more than 1 m
from the point of contact.
6.5.12 Double-leaf doors equipped with a latch
necessary to their fire integrity shall have a latch that
is automatically activated by the operation of the
doors when released by the control system.
6.5.13 Doors giving direct access to special category
spaces which are power-operated and automatically
closed need not be equipped with the alarms and re-
mote-release mechanisms required in 6.5.3 and 6.5.10.
6.5.14 The components of the local control system
shall be accessible for maintenance and adjusting.
6.5.15 Power-operated doors shall be provided with
a control system of an approved type which shall be
able to operate in case of fire 2. This system shall
satisfy the following requirements:
6.5.15.1 the control system shall be able to operate
the door at the temperature of at least 200 °C for at
least 60 min, served by the power supply;
6.5.15.2 the power supply for all other doors not sub-
ject to fire shall nor be impaired; and
6.5.15.3 at temperatures exceeding 200 °C the control
system shall be automatically isolated from the power
supply and shall be capable of keeping the door closed
up to at least 945 °C.
6.6 Where a space is protected by an automatic
sprinkler system or fitted with a continuous "B" class
ceiling, openings in decks not forming steps in main
vertical zones nor bounding horizontal zones shall be
closed reasonably tight and such decks shall meet the
"A" class integrity requirements in so far as is reason-
able and practicable.
6.7 The requirements for "A" class integrity of the
outer boundaries of a ship shall not apply to glass parti-
tions, windows and sidescuttles, provided that there is
no requirement for such boundaries to have "A" class
integrity in 8.3. The requirements for "A" class integ-
rity of the outer boundaries of the ship shall not apply
to exterior doors, except for those in superstructures
and deckhouses facing life-saving appliances, embar-
kation and external muster station areas, external stairs
and open decks used for escape routes. Stairway en-
closure doors need not meet this requirement.
6.8 Except for watertight, weathertight doors
(semi-watertight doors), doors leading to the open deck
and doors which need reasonably gastight, all "A" class
doors located in stairways, public spaces and main ver-
tical zone bulkheads in escape routes shall be equipped
with a self-closing hose port of material, construction
and fire resistance which is equivalent to the door into
which it is fitted, and shall be a 150 mm square clear
opening with the door closed and shall be inset into the
lower edge of the door, opposite the door hinges, or in
the case of sliding doors, nearest the opening.
I - Part 6 Section 22 C Structural Fire Protection
GL 2012
7. Openings in "B" class divisions
7.1 Where "B" class divisions are penetrated for
the passage of electric cables, pipes, trunks, ducts,
etc., or for the fitting of ventilation terminals, lighting
fixtures and similar devices, arrangements shall be
made to ensure that the fire resistance is not impaired.
See also D.7.1.
7.2 Doors and door frames in "B" class divisions
and means of securing them shall provide a method of
closure which shall have resistance to fire equivalent
to that of the divisions 2 except that ventilation open-
ings may be permitted in the lower portion of such
doors. Where such opening is in or under a door the
total net area of any such opening or openings shall
not exceed 0,05 m². Alternatively, a non-combustible
air balance duct between the cabin and the corridor,
and located below the sanitary unit is permitted where
the cross-sectional area of the duct does not exceed
0,05 m². All ventilation openings shall be fitted with a
grill made of non-combustible material. Doors shall be
non-combustible and approved by GL.
7.3 Cabin doors in "B" class division shall be of a
self closing type. Hold-backs are not permitted.
7.4 The requirements for "B" class integrity of
the outer boundaries of a ship shall not apply to glass
partitions, windows and sidescuttles. Similarly, the
requirements for "B" class integrity shall not apply to
exterior doors in superstructures and deckhouses.
7.5 Where an automatic sprinkler system is fit-
ted:
7.5.1 openings in decks not forming steps in main
vertical zones nor bounding horizontal zones shall be
closed reasonably tight and such decks shall meet the
"B" class integrity requirements in so far as is reason-
able and practicable and
7.5.2 openings in corridor bulkheads of "B" class
materials shall be protected in accordance with the
provisions of 3.2.
8. Windows and sidescuttles
8.1 All windows and sidescuttles in bulkheads
within accommodation and service spaces and control
stations other than those to which the provisions of 6.7
and of 7.4 apply, shall be so constructed as to preserve
the integrity requirements of the type of bulkheads in
which they are fitted.
8.2 Notwithstanding the requirements of the
Tables 22.3 and 22.4 all windows and sidescuttles in
bulkheads separating accommodation and service
spaces and control stations from weather shall be
constructed with frames of steel or other suitable ma-
terial. The glass shall be retained by a metal glazing
bead or angle.
Chapter 1
Page 22–15
8.3 Windows facing life-saving appliances, em-
barkation and muster areas, external stairs and open
decks used for escape routes, and windows situated
below liferaft and escape slide embarkation areas shall
have the fire integrity as required in the Tables 22.1
and 22.2. Where automatic dedicated sprinkler heads
are provided for windows (see also the GL Rules for
Machinery Installations (I-1-2), Section 12), A-0 win-
dows may be accepted as equivalent. Windows lo-
cated in the ship’s side below the lifeboat embarkation
areas shall have the fire integrity at least equal to "A-
0" class.
9. Ventilation systems
9.1 Ventilation ducts shall be of non-combustible
material. Short ducts, however, not generally exceed-
ing 2 m in length and with a cross-section not exceed-
ing 0,02 m2 need not be non-combustible, subject to
the following conditions:
9.1.1 these ducts shall be of a material having low
flame spread characteristics 3 which is type approved;
9.1.2 they may only be used at the end of the venti-
lation device;
9.1.3 they shall not be situated less than 600 mm,
measured along the duct, from an opening in an "A" or
"B" class division including continuous "B" class
ceilings.
9.2 Where a thin plated duct with a free cross-
sectional area equal to or less than 0,02 m2 pass
through "A" class bulkheads or decks, the opening
shall be lined with a steel sheet sleeve having a thick-
ness of at least 3 mm and a length of at least 200 mm,
divided preferably into 100 mm on each side of the
bulkhead or, in the case of the deck, wholly laid on the
lower side of the decks pierced.
Where ventilation ducts with a free cross-sectional
area exceeding 0,02 m2 pass through "A" class bulk-
heads or decks, the opening shall be lined with a steel
sheet sleeve. However, where such ducts are of steel
construction and pass through a deck or bulkhead, the
ducts and sleeves shall comply with the following:
9.2.1 The sleeves shall have a thickness of at least
3 mm and a length of at least 900 mm. When passing
through bulkheads, this length shall be divided pref-
erably into 450 mm on each side of the bulkhead.
These ducts, or sleeves lining such ducts, shall be
provided with fire insulation. The insulation shall have
at least the same fire integrity as the bulkhead or deck
through which the duct passes.
9.2.2 Ducts with a free cross-sectional area exceed-
ing 0,075 m2 shall be fitted with fire dampers in addi-
tion to the requirements of 9.2.1. The fire damper shall
operate automatically but shall also be capable of
being closed manually from both sides of the bulkhead
Chapter 1 Section 22 C Structural Fire Protection
Page 22–16
or deck. The damper shall be provided with an indica-
tor which shows whether the damper is open or
closed. Fire dampers are not required, however, where
ducts pass through spaces surrounded by "A" class
division, without serving those spaces, provided those
ducts have the same fire integrity as the divisions
which they pierce. The fire dampers should be easily
accessible. Where they are placed behind ceilings and
linings, these latter should be provided with an inspec-
tion door on which a plate reporting the identification
number of the fire damper. Such plate and identifica-
tion number should be placed also on any remote
control required.
9.2.3 The following arrangement shall be of an
approved type 2:
– fire dampers, including relevant means of opera-
tion
– duct penetrations through "A" class divisions.
Where steel sleeves are directly joined to venti-
lation ducts by means of riveted or screwed
flanges or by welding, the test is not required.
9.3 The main inlets and outlets of all ventilation
systems shall be capable of being closed from outside
the respective spaces in the event of a fire.
9.4 Where they pass through accommodation
spaces or spaces containing combustible materials, the
exhaust ducts from galley ranges shall be constructed
of insulated "A" class divisions. Each exhaust duct
shall be fitted with:
– a grease trap readily removable for cleaning;
– a fire damper located in the lower end of the
duct;
– arrangements, operable from within the galley,
for shutting off the exhaust fan; and
– fixed means for extinguishing a fire within the
duct (see the GL Rules for Machinery Installa-
tions (I-1-2), Section 12).
9.5 Such measures as are practicable shall be
taken in respect of control stations outside machinery
spaces in order to ensure that ventilation, visibility and
freedom from smoke are maintained, so that in the
event of fire the machinery and equipment contained
therein may be supervised and continue to function
effectively. Alternative and separate means of air
supply shall be provided; air inlets of the two sources
of supply shall be so disposed that the risk of both
inlets drawing in smoke simultaneously is minimized.
Such requirements need not apply to control stations
situated on, and opening on to, an open deck.
9.6 The ventilation systems for machinery spaces
of category A, vehicle spaces, ro-ro spaces, galleys,
special category spaces and cargo spaces shall, in
general, be separated from each other and from the
ventilation system serving other spaces. Except, that
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GL 2012
the galley ventilation systems need not be completely
separated, but may be served by separate ducts from a
ventilation unit serving other spaces. In any case, an
automatic fire damper shall be fitted in the galley
ventilation duct near the ventilation unit.
9.7 Ducts provided for the ventilation of machin-
ery spaces of category A, galleys, vehicle spaces, ro-ro
cargo spaces or special category spaces shall not pass
through accommodation spaces, service spaces or
control stations unless the ducts are either complying
with 9.7.1 or 9.7.2:
9.7.1 constructed of steel having a thickness of at
least 3 mm and 5 mm for ducts the widths or diame-
ters of which are up to and including 300 mm and
760 mm and over respectively and, in the case of such
ducts, the widths or diameters of which are between
300 mm and 760 mm having a thickness to be ob-
tained by interpolation;
suitably supported and stiffened;
fitted with automatic fire dampers close to the bounda-
ries penetrated; and
insulated to "A-60" standard from the machinery
spaces, galleys, vehicle spaces, ro-ro cargo spaces or
special category spaces to a point at least 5 m beyond
each fire damper; or
9.7.2 constructed of steel suitable supported and
stiffened in accordance with 9.7.1 and
insulated to "A-60" standard throughout the accom-
modation spaces, service spaces or control stations;
except that penetrations of main zone divisions shall
also comply with the requirements of 9.11.
9.8 Ducts provided for the ventilation to accom-
modation spaces, service spaces or control stations
shall not pass through machinery spaces of category
A, galleys, vehicle spaces, ro-ro cargo spaces or spe-
cial category spaces unless either complying with
9.8.1 or 9.8.2.
9.8.1 the ducts where they pass through a machin-
ery space of category A, galley, vehicle space, ro-ro
cargo space or special category space are constructed
of steel, suitable supported and stiffened in accordance
with 9.7.1 and
automatic fire dampers are fitted close to the bounda-
ries penetrated; and
integrity of the machinery space, galley, vehicle space,
ro-ro cargo space or special category space boundaries
is maintained at the penetrations; or
9.8.2 the ducts where they pass through a machin-
ery space of category A, galley, vehicle space, ro-ro
cargo space or special category space are constructed
of steel, suitable supported and stiffened in accordance
with 9.7.1 and
I - Part 6 Section 22 C Structural Fire Protection
GL 2012
are insulated to "A-60" standard within the machinery
space, galley, vehicle space, ro-ro cargo space or spe-
cial category space;
except that penetrations of main zone division shall
also comply with the requirements of 9.11.
9.9 Ventilation ducts with a free cross-sectional
area exceeding 0,02 m2 passing through "B" class
bulkheads shall be lined with steel sheet sleeves of
900 mm in length divided preferably into 450 mm on
each side of the bulkheads unless the duct is of steel
for this length.
9.10 Power ventilation of accommodation spaces,
service spaces, cargo spaces, control stations and
machinery spaces shall be capable of being stopped
from an easily accessible position outside the space
being served. This position should not be readily cut
off in the event of a fire in the spaces served. The
means provided for stopping the power ventilation of
the machinery spaces shall be entirely separate from
the means provided for stopping ventilation of other
spaces.
9.11 Where in a ship it is necessary that a ventila-
tion duct passes through a main vertical zone division,
a fail-safe automatic closing fire damper shall be fitted
adjacent to the division. The damper shall also be
capable of being manually closed from each side of
the division. The operating position shall be readily
accessible and be marked in red light-reflecting col-
our. The duct between the division and the damper
shall be of steel or other equivalent material and, if
necessary, insulated to comply with the requirements
of 6.1. The damper shall be fitted on at least one side
of the division with a visible indicator showing
whether the damper is in the open position.
10. Restriction of combustible materials
10.1 Except in cargo spaces, mail rooms, baggage
rooms, saunas 8 or refrigerated compartments of ser-
vice spaces, all linings, grounds, draughts stops, ceil-
ings and insulation's shall be of non-combustible ma-
terials 2. Partial bulkheads or decks used to subdivide
a space for utility or artistic treatment shall also be of
non-combustible material.
Linings, ceilings and partial bulkheads or decks used
to screen or to separate adjacent cabin balconies shall
be of non-combustible material.
10.2 Vapour barriers and adhesives used in con-
junction with insulation, as well as insulation of pipe
fittings, for cold service systems need not be non-
combustible but they shall be kept to the minimum
quantity practicable and their exposed surfaces shall
have low flame spread characteristics.
––––––––––––––
8 Insulation material in saunas shall be non-combustible.
Chapter 1
Page 22–17
10.3 The following surfaces shall have low flame-
spread characteristics 3:
10.3.1 exposed surfaces in corridors and stairway
enclosures, and of bulkheads, wall and ceiling linings
in all accommodation and service spaces (except sau-
nas) and control stations;
10.3.2 concealed or inaccessible spaces in accom-
modation, service spaces and control stations,
10.3.3 exposed surfaces of cabin balconies, except
for natural hard wood decking systems.
10.4 The total volume of combustible facings,
mouldings, decorations and veneers in any accommo-
dation and service space shall not exceed a volume
equivalent to 2,5 mm veneer on the combined area of
the walls and ceilings. Furniture fixed to linings, bulk-
heads or decks need not be included in the calculation
of the total volume of combustible materials. This
applies also to traditional wooden benches and
wooden linings on bulkheads and ceilings in saunas.
In the case of ships fitted with an automatic sprinkler
system, the above volume may include some combus-
tible material used for erection of "C" class divisions.
10.5 Combustible materials used on surfaces and
linings covered by the requirements of 10.3 shall have
a calorific value 6 not exceeding 45 MJ/m2 of the area
for the thickness used. This does not apply to surfaces
of furniture fixed to linings or bulkheads as well as to
traditional wooden benches and wooden linings on
bulkheads and ceilings in saunas.
10.6 Furniture in stairway enclosures shall be
limited to seating. It shall be fixed, limited to six seats
on each deck in each stairway enclosure, be of re-
stricted fire risk, and shall not restrict the passenger
escape route.
Furniture shall not be permitted in passenger and crew
corridors forming escape routes in cabin areas. Lock-
ers of non-combustible material, providing storage for
safety equipment, may be permitted within these areas.
Drinking water dispensers and ice cube machines may
be permitted in corridors provided they are fixed and
do not restrict the width of the escape route. This
applies as well to decorative flower arrangements,
statues or other objects d’art such as paintings and
tapestries in corridors and stairways.
10.7 Furniture and furnishings on cabin balconies
shall comply with the following, unless such balconies
are protected by a fixed pressure water-spraying and
fixed fire detection and fire alarm systems (see
D.10.7).
10.8 Paints, varnishes and other finishes used on
exposed interior surfaces, including cabin balconies
with the exclusion of natural hard wood decking sys-
Chapter 1 Section 22 C Structural Fire Protection
Page 22–18
tems, shall not be capable of producing excessive
quantities of smoke and toxic products 4.
10.9 Primary deck coverings, if applied within
accommodation and service spaces and control sta-
tions, or if applied on cabin balconies, shall be of
approved material which will not readily ignite, or
give rise to smoke or toxic or explosive hazards at
elevated temperatures 5.
10.10 Waste receptacles (see D.10.10).
11. Details of construction
11.1 In accommodation and service spaces, con-
trol stations, corridors and stairways:
air spaces enclosed behind ceilings, panelling or lin-
ings shall be suitably divided by close-fitting draught
stops not more than 14 m apart;
in the vertical direction, such enclosed air spaces,
including those behind linings of stairways, trunks,
etc. shall be closed at each deck.
11.2 The construction of ceilings and bulkheads
shall be such that it will be possible, without impairing
the efficiency of the fire protection, for the fire patrols
to detect any smoke originating in concealed and inac-
cessible spaces.
11.3 Non-load bearing partial bulkheads separat-
ing adjacent cabin balconies shall be capable of being
opened by the crew from each side for the purpose of
fighting fires.
11.4 The cargo holds and machinery spaces shall
be capable of being effectively sealed such as to pre-
vent the inlet of air.
Doors leading to machinery spaces of group A are to
be provided with self-closing devices and 2 securing
devices. All other machinery spaces, which are pro-
tected by a gas fire extinguishing system, are to be
equipped with self-closing doors.
11.5 Construction and arrangement of saunas (see
D.11.5).
12. Means of escape
12.1 Unless expressly provided otherwise in this
regulation, at least two widely separated and ready
means of escape shall be provided from all spaces or
group of spaces. Lifts shall not be considered as form-
ing one of the required means of escape.
12.2 Doors in escape routes shall, in general, open
in-way of the direction of escape, except that
12.2.1 individual cabin doors may open into the
cabins in order to avoid injury to persons in the corri-
dor when the door is opened, and
I - Part 6
GL 2012
12.2.2 doors in vertical emergency escape trunks
may open out of the trunk in order to permit the trunk
to be used both for escape and access.
12.3 Stairways and ladders shall be arranged to
provide ready means of escape to the lifeboat and
liferaft embarkation deck from all passenger and crew
spaces and from spaces in which the crew is normally
employed, other than machinery spaces. In particular,
the following provisions shall be complied with:
12.3.1 Below the bulkhead deck, two means of es-
cape, at least one of which shall be independent of
watertight doors, shall be provided from each water-
tight compartment or similarly restricted space or
group of spaces. Due regard being paid to the nature
and location of spaces and to the number of persons
who normally might be employed there, exceptions
are possible, however, stairways shall not be less than
800 mm in clear width with handrails on both sides.
12.3.2 Above the bulkhead deck, there shall be at
least two means of escape from each main vertical
zone or similarly restricted space or group of spaces at
least one of which shall give access to a stairway
forming a vertical escape.
12.3.3 At least one of the means of escape required
by paragraphs 12.3.1 and 12.3.2 shall consist of a
readily accessible enclosed stairway, which shall pro-
vide continuous fire shelter from the level of its origin
to the appropriate lifeboat and liferaft embarkation
decks, or to the uppermost weather deck if the em-
barkation deck does not extend to the main vertical
zone being considered. In the latter case, direct access
to the embarkation deck by way of external open stair-
ways and passageways shall be provided and shall
have emergency lighting (see also the GL Rules for
Electrical Installations (I-1-3), Section 3 and 11) and
slip-free surfaces under foot. Boundaries facing exter-
nal open stairways and passageways forming part of
an escape route and boundaries in such a position that
their failure during a fire would impede escape to the
embarkation deck shall have fire integrity, including
insulation values, in accordance with the Tables 22.3
and 22.4. The widths, number and continuity of es-
capes shall be as follows:
12.3.3.1 Stairways shall not be less than 900 mm in
clear width. Stairways shall be fitted with handrails on
each side. The minimum clear width of stairways shall
be increased by 10 mm for every one person provided
for in excess of 90 persons. The maximum clear width
between handrails where stairways are wider than 900
mm shall be 1 800 mm. The total number of persons to
be evacuated by such stairways shall be assumed to be
two thirds of the crew and the total number of passen-
gers in the areas served by such stairways 9.
––––––––––––––
9 Reference is made to the Fire Safety Systems Code, adopted
by IMO by Resolution MSC.98(73). On ships constructed on or
after 1 July 2012, the new Fire Test Procedure Code, adopted
by IMO by Resolution MSC.307(88), is applicable.
I - Part 6 Section 22 C Structural Fire Protection
GL 2012
12.3.3.2 All stairways sized for more than 90 persons
shall be aligned fore and aft.
12.3.3.3 Doorways and corridors and intermediate
landings included in means of escape shall be sized in
the same manner as stairways.
12.3.3.4 Stairways shall not exceed 3,5 m in vertical
rise without the provision of a landing and shall not
have an angle of inclination greater than 45°.
12.3.3.5 Landings at each deck level shall be not less
than 2 m2 in area and shall increase by 1 m2 for every
10 persons provided for in excess of 20 persons but
need not exceed 16 m2, except for those landings ser-
vicing public spaces having direct access onto the
stairway enclosure.
12.3.4 Stairways serving only a space and a balcony
in that space shall not be considered as forming one of
the means of escape.
12.3.5 A corridor, lobby, or part of a corridor from
which there is only one route of escape shall be pro-
hibited. Dead–end corridors used in service areas
which are necessary for the practical utility of the
ship, such as fuel oil stations and athwartship supply
corridors shall be permitted provided such dead-end
corridors are separated from crew accommodation
areas and are inaccessible from passenger accommo-
dation areas. Also, a part of the corridor that has a
depth not exceeding its width is considered a recess or
local extension and is permitted.
12.3.6 In addition to the emergency lighting (see
also the GL Rules for Electrical Installations (I-1-3),
Section 3 and 10) the means of escape including
stairways and exits, shall be marked by lighting or
photoluminescent strip indicators placed not more
than 0,3 m above the deck at all points of the escape
route including angles and intersections. The marking
shall enable passengers to identify all the routes of
escape and readily identify the escape exits. If electric
illumination is used, it shall be supplied by the emer-
gency source of power and it shall be so arranged that
the failure of any single light or cut in a lighting
strip, will not result in the marking being ineffective.
Additionally, all escape route signs and fire equipment
location markings shall be of photoluminescent ma-
terial or marked by lighting. Such lighting or pho-
toluminescent equipment shall be of an approved
type 9.
12.3.7 Public Spaces spanning three or more decks
and contain combustibles such as furniture and en-
closed spaces such as ships, offices and restaurants
shall have at each level within the space two means of
escape, one of which shall have direct access to an
enclosed vertical means of escape as mentioned under
12.3.3
Chapter 1
Page 22–19
12.4 If a radiotelegraph station has no direct ac-
cess to the open deck, two means of escape from or
access to such station shall be provided, one of which
may be a porthole or window of sufficient size or
another means.
12.5 In special category spaces the number and
disposition of the means of escape both below and
above the bulkhead deck shall be satisfactory as men-
tioned under 12.3.1, .2 and .3.
12.6 Two means of escape shall be provided from
each machinery space. In particular, the following
provisions shall be complied with:
12.6.1 Where the space is below the bulkhead deck
the two means of escape shall consist of either:
12.6.1.1 two sets of steel ladders as widely separated
as possible, leading to doors in the upper part of the
space similarly separated and from which access is
provided to the appropriate lifeboat and liferaft em-
barkation decks. One of these ladders shall be located
within a protected enclosure having fire integrity,
including insulation values, in accordance with the
Tables 22.3 and 22.4 for a category (4) space, from the
lower part of the space to a safe position outside the
space. Self-closing doors of the same fire integrity
standards shall be fitted in the enclosure. The ladder
shall be fixed in such a way that heat is not transferred
into the enclosure through non-insulated fixing points.
The protected enclosure shall have minimum internal
dimensions of at least 800 mm × 800 mm, and shall
have emergency lighting provisions.
12.6.1.2 or one steel ladder leading to a door in the
upper part of the space from which access is provided
to the embarkation deck an additionally, in the lower
part of the space and in a position well separated from
the ladder referred to, a steel door capable of being
operated from each side and which provides access to
a safe escape route from the lower part of the space to
the embarkation deck.
12.6.2 Where the space is above the bulkhead deck,
two means of escape shall be as widely separated as
possible and the doors leading from such means of
escape shall be in a position from which access is
provided to the appropriate lifeboat and liferaft em-
barkation decks. Where such escapes require the use
of ladders these shall be of steel.
12.6.3 A ship of a gross tonnage less than 1 000 may
be dispensed with one of the means of escape, due
regard being paid to the width and disposition of the
upper part of the space; and a ship of a gross tonnage
of 1 000 and above, may be dispensed with one means
of escape from any such space so long as either a door
or a steel ladder provides a safe escape route to the
embarkation deck, due regard being paid to the nature
and location of the space and whether persons are
normally employed in that space.
Chapter 1 Section 22 C Structural Fire Protection
Page 22–20
12.6.4 In the steering gear room, a second means of
escape shall be provided when the emergency steering
position is located in that space unless there is direct
access to the open deck.
12.6.5 One of the escape routes from the machinery
spaces where the crew is normally employed shall
avoid direct access to any special category space.
12.6.6 Two means of escape shall be provided from
a machinery control room within a machinery space,
at least one of which shall provide continuous fire
shelter to a safe position outside the machinery space.
12.7 Additional requirements for ro-ro ships
See D.12.7.
13. Fixed fire detection and fire alarm systems
and automatic sprinkler, fire detection and
fire alarm systems
In any ship there shall be installed throughout each
separate zone, whether vertical or horizontal, in all
accommodation and service spaces and, where it is
considered necessary, in control stations, except
spaces which afford no substantial fire risk (such as
void spaces, sanitary spaces, etc.) either:
13.1 a fixed fire detection and fire alarm system
(see also the GL Rules for Machinery Installations (I-
1-2), Section 12); or
13.2 an automatic sprinkler, fire detection and fire
alarm system and in addition a fixed fire detection and
fire alarm system so installed and arranged as to pro-
vide smoke detection in corridors, stairways and es-
cape routes within accommodation spaces.
13.3 Cabin balconies (see D.13.3).
14. Protection of vehicle, special category and
ro-ro spaces
14.1 The subdivision of such spaces in main verti-
cal zones would defeat their intended purpose. There-
fore equivalent protection shall be obtained in such
spaces on the basis of a horizontal zone concept. A
horizontal zone may include special category and ro-
ro spaces on more than one deck provided that the
total overall clear height for vehicles does not exceed
10 m, whereas the total overall clear height is the sum
of distances between deck and web frames of the
decks forming the horizontal zone.
14.2 Structural Protection
The boundary bulkheads and decks of special category
spaces shall be insulated as required for category (11)
spaces in Tables 22.3 and 22.4, whereas the boundary
bulkheads and decks of closed and open ro-ro spaces
shall have fire integrity as required for category (8)
spaces in Tables 22.3 and 22.4.
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GL 2012
Indicators shall be provided on the navigating bridge
which shall indicate when any fire door leading to or
from the special category space is closed.
14.3 Fixed fire-extinguishing system
14.3.1 Vehicle spaces and ro-ro spaces which are
not special category spaces and are capable of being
sealed from a location outside of the cargo spaces
shall be fitted with a fixed gas fire-extinguishing sys-
tem of an approved type (see also the GL Rules for
Machinery Installations (I-1-2), Section 12).
14.3.2 Ro-ro and vehicle spaces not capable of being
sealed and special category spaces shall be fitted with
a fixed pressure water spraying system for manual
operation of an approved type (see also the GL Rules
for Machinery Installations (I-1-2), Section 12).
14.4 Ventilation system
There shall be provided an effective power ventilation
system for special category spaces sufficient to give at
least 10 air changes per hour and for closed ro-ro and
vehicle spaces sufficient to give at least 6 air changes
per hour. Beyond this, a higher air exchange rate is
required during the period of loading and unloading.
The system for such spaces shall be entirely separated
from other ventilation systems and shall be operating
at all times when vehicles are in such spaces.
Ventilation ducts serving such spaces capable of being
effectively sealed shall be separated for each such
space. The system shall be capable of being controlled
from a position outside such spaces.
The ventilation shall be such as to prevent air stratifi-
cation and the formation of air pockets.
Means shall be provided to indicate on the navigating
bridge any loss or reduction of the required ventilating
capacity.
Arrangements shall be provided to permit a rapid shut-
down and effective closure of the ventilation system in
case of fire, taking into account the weather and sea
conditions.
Ventilation ducts, including dampers, within a com-
mon horizontal zone shall be made of steel.
Ducts passing through other horizontal zones or ma-
chinery spaces shall be "A-60" class steel ducts com-
plying with 9.11.
Permanent openings in the side plating, the ends or
deckhead of the spaces shall be so situated that a fire
in the cargo space does not endanger stowage areas
and embarkation stations for survival craft and ac-
commodation spaces, service spaces and control sta-
tions in superstructures and deckhouses above the
cargo spaces.
14.5 Fire detection
There shall be provided a fixed fire detection and fire
alarm system of an approved type (see also the GL
Rules for Machinery Installations (I-1-2), Section 12).
I - Part 6 Section 22 D Structural Fire Protection
GL 2012
A sample extraction smoke detection system of an
approved type (see also the GL Rules for Machinery
Installations (I-1-2), Section 12) may be accepted as
equivalent, except for open ro-ro spaces, open vehicle
spaces and special category spaces.
An efficient fire patrol system shall be maintained in
special category spaces. In case of a continuous fire
watch at all times during the voyage, a fixed fire de-
tection and alarm system is not required therein.
15. Special arrangements in machinery spaces
of category A
15.1 The number of skylights, doors, ventilators,
openings in funnels to permit exhaust ventilation and
other openings to machinery spaces shall be reduced
to a minimum consistent with the needs of ventilation
and the proper and safe working of the ship.
15.2 Skylights shall be of steel and shall not con-
tain glass panels. Suitable arrangements shall be made
to permit the release of smoke in the event of fire,
from the space to be protected. The normal ventilation
systems may be acceptable for this purpose.
15.3 Means of control shall be provided for per-
mitting the release of smoke and such controls shall be
located outside the space concerned so that, in the
event of fire, they will not be cut off from the space
they serve. The controls shall be situated at one con-
trol position or grouped in as few positions as possi-
ble. Such positions shall have safe access from the
open deck.
15.4 Such doors other than power-operated water-
tight doors shall be arranged so that positive closure is
assured in case of fire in the space, by power-operated
closing arrangements or by the provision of self-
closing doors capable of closing against an inclination
of 3,5° opposing closure and having a fail-safe hook-
back facility, provided with a remotely operated re-
lease device. Doors for emergency escape trunks need
not be fitted with a fail-safe hold-back facility and a
remotely operated release device.
15.5 Means of control shall be provided for clos-
ing power-operated doors or actuating release mecha-
nism on doors other than power-operated watertight
doors. The control shall be located outside the space
concerned, where they will not be cut off in the event
of fire in the space it serves. The means of control
shall be situated at one control position or grouped in
as few positions as possible having direct access and
safe access from the open deck.
15.6 Windows shall not be fitted in machinery
space boundaries. This does not preclude the use of
glass in control rooms within the machinery spaces.
15.7 The floor plating of normal passageways
shall be made of steel.
Chapter 1
Page 22–21
16. Special requirements for ships carrying
dangerous goods
16.1 Ventilation
Adequate power ventilation shall be provided in en-
closed cargo spaces. The arrangement shall be such as
to provide for at least six air changes per hour in the
cargo space based on an empty cargo space and for
removal of vapours from the upper or lower parts of
the cargo space, as appropriate.
The fans shall be such as to avoid the possibility of
ignition of flammable gas air mixtures. Suitable wire
mesh guard shall be fitted over inlet and outlet ventila-
tion openings.
16.2 Insulation of machinery space boundaries
Bulkheads forming boundaries between cargo spaces
and machinery spaces of category A shall be insulated
to "A-60" standard, unless the dangerous goods are
stowed at least 3 m horizontally away from such bulk-
heads. Other boundaries between such spaces shall be
insulated to "A-60" standard.
16.3 Miscellaneous items
The kind and extent of the fire extinguishing equip-
ment are defined in the GL Rules for Machinery In-
stallations (I-1-2), Section 12.
Electrical apparatus and cablings are to meet the require-
ments of the GL Rules for Electrical Installations (I-1-
3), Section 14.
D. Ships with more than 240 Persons on Board
The requirements of this Section may be applied irre-
spective of the number of special personnel and pas-
sengers carried on board.
1. Materials
1.1 The hull, decks, structural bulkheads, super-
structures and deckhouses are to be of steel or other
equivalent material (Aluminium alloy suitably insu-
lated).
1.2 Components made from aluminium alloys
require special treatment, with regard to the mecha-
nical properties of the material in case of tempera-
ture increase. In principle, the following is to be ob-
served:
1.2.1 The insulation of "A" or "B" class divisions
shall be such that the temperature of the structural core
does not rise more than 200 °C above the ambient
temperature at any time during the applicable fire
exposure to the standard fire test.
Chapter 1 Section 22 D Structural Fire Protection
Page 22–22
1.2.2 Special attention shall be given to the insula-
tion of aluminium alloy components of columns, stan-
chions and other structural members required to sup-
port lifeboat and liferaft stowage, launching and em-
barkation areas, and "A" and "B" class divisions to
ensure:
that for such members supporting lifeboat and liferaft
areas and "A" class divisions, the temperature rise
limitation specified in 1.2.1 shall apply at the end of
one hour; and
that for such members required to support "B" class
divisions, the temperature rise limitation specified in
1.2.1 shall apply at the end of half an hour.
1.2.3 Crowns and casings of machinery spaces of
category A shall be of steel construction and be insu-
lated as required by Table 22.5 as appropriate. Open-
ings therein, if any, shall be suitably arranged and
protected to prevent the spread of fire.
2. Main vertical zones and horizontal zones
2.1 The hull, superstructure and deckhouses are
to be subdivided into main vertical zones the average
length and width of which on any deck is generally
not to exceed 40 m.
Subdivision is to be effected by "A-60" class divi-
sions. Steps and recesses shall be kept to a minimum.
Where a category 4.3 [5], 4.3 [9] or 4.3 [10] space is
on one side of the division or where fuel oil tanks are
on both sides of the division the standard may be re-
duced to "A-0".
As far as practicable, the bulkheads forming the bounda-
ries of the main vertical zones above the bulkhead deck
shall be in line with watertight subdivision bulkheads
situated immediately below the bulkhead deck.
The length and width of main vertical zones may be
extended to a maximum of 48 m in order to bring the
ends of main vertical zones to coincide with subdivi-
sion watertight bulkheads or in order to accommodate
a large public space extending for the whole length of
the main vertical zone provided that the total area of
the main vertical zone is not greater than 1600 m2 on
any deck. The length or width of a main vertical zone
is the maximum distance between the furthermost
points of the bulkheads bounding it.
The divisions are to be extended from deck to deck
and to the shell or other boundaries. At the edges
insulating bridges are to be provided where required.
2.2 On ships designed for special purposes (auto-
mobile or railroad car ferries), where the provision of
main vertical zone bulkheads would defeat the pur-
pose for which the ship is intended, equivalent means
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GL 2012
for controlling and limiting a fire are to be provided
and specifically approved. Service spaces and ship
stores shall not be located on ro-ro decks unless
protected in accordance with the applicable regula-
tions.
3. Bulkheads within main vertical zones
3.1 All bulkheads which are not required to be
"A" class divisions shall be at least "B" class or "C"
class divisions as prescribed in Table 22.5. All such
divisions may be faced with combustible materials.
3.2 All bulkheads required to be "B" class divi-
sion shall extend from deck to deck and to the shell or
other boundaries unless the continuous "B" class ceil-
ings or linings fitted on both sides of the bulkheads are
at least of the same fire resistance as the bulkhead, in
which case the bulkheads may terminate at the con-
tinuous ceiling or lining.
4. Fire integrity of bulkheads and decks
4.1 In addition to complying with the specific
provisions for fire integrity of bulkheads and decks
mentioned elsewhere in this Part, the minimum fire
integrity of all bulkheads and decks shall be as pre-
scribed in Table 22.5 to 22.6.
4.2 The following requirements shall govern
application of the tables.
Table 22.1 shall apply to bulkheads and walls not
bounding either main vertical zones or horizontal
zones.
Table 22.6 shall apply to decks not forming steps in
main vertical zones nor bounding horizontal zones.
4.3 For the purpose of determining the appropri-
ate fire integrity standards to be applied to boundaries
between adjacent spaces, such spaces are classified
according to their fire risk as shown in the following
categories 1 to 14. Where the contents and use of a
space are such that there is a doubt as to its classifica-
tion for the purpose of this regulation, or where it is
possible to assign two or more classifications to a
space, it shall be treated as a space within the relevant
category having the most stringent boundary require-
ments. Smaller, enclosed rooms within a space that
have less than 30 % communicating openings to that
space are to be considered separate spaces. The fire
integrity of the boundary bulkheads of such smaller
rooms shall be as prescribed in Table 22.5 and 22.6.
The title of each category is intended to be typical
rather than restrictive. The number in parentheses
preceding each category refers to the applicable col-
umn or row number in the tables.
I - Part 6 Section 22 D Structural Fire Protection Chapter 1
GL 2012 Page 22–23

Table 22.5 Bulkheads not bounding either main vertical zones or horizontal zones

Spaces [1] [2] [3] [4] [5] [6] [7] [8] [9] [10] [11] [12] [13] [14]

Control stations [1] B–0 1 A–0 A–0 A–0 A–0 A–60 A–60 A–60 A–0 A–0 A–60 A–60 A–60 A–60

Stairways [2] A–01 A–0 A–0 A–0 A–0 A–15 A–15 A–0 3 A–0 A–15 A–30 A–15 A–30

Corridors [3] B–15 A–60 A–0 B–15 B–15 B–15 B–15 A–0 A–15 A–30 A–0 A–30
Evacuation sta- [4] A–0 A– A– A– A–0 4 A–0 A– A– A– A–
tions and external 602,4 602,4 602,4 602 60 2 60 2 60 2
escape routes

Open deck spaces [5] – A–0 A–0 A–0 A–0 A–0 A–0 A–0 A–0 A–0

Accommodation [6] B–0 B–0 B–0 C A–0 A–0 A–30 A–0 A–30
spaces of minor
fire risk

Accommodation [7] B–0 B–0 C A–0 A–15 A–60 A–15 A–60

spaces of moder-
ate fire risk

Accommodation [8] B–0 C A–0 A–30 A–60 A–15 A–60

spaces of greater
fire risk

Sanitary and simi- [9] C A–0 A–0 A–0 A–0 A–0

lar spaces

Tanks, voids and [10] A–01 A–0 A–0 A–0 A–0

auxiliary machin-
ery spaces having
little or no fire risk

Auxiliary machin- [11] A–01 A–0 A–0 A–15

ery spaces, cargo
spaces, cargo and
other oil tanks and
other similar spaces
of moderate fire risk

Machinery spaces [12] A–01 A–0 A–60

and main galleys

Store-rooms, work- [13] A–01 A–0

shops, pantries, etc.

other spaces in [14] A–30

which flammable
liquids are stowed

Notes to be applied to Table 22.1 to 22.2, as appropriate.

1 Where adjacent spaces are in the same numerical category and superscript 1 appears, a bulkhead or deck between such spaces need not
be fitted. For example, in category [12] a bulkhead need not be required between a galley and its annexed pantries provided the pantry
bulkhead and decks maintain the integrity of the galley boundaries. A bulkhead is, however, required between a galley and a machinery
space even though both spaces are in category [12 ].
2 The ship’s side, to the wa terline in the lightest seagoing condition, superstructure and deckhouse sides situated below and adjacent to the
liferafts and evacuation slides ma y be reduced to "A-30".
3 Where public toilets are installed completely within the stairway enclosure, the public toilet bulkhead within the stairway enclosure can
be of "B" class integrity.
4 Where spaces of category [6], [7], [8] and [9] are located completely within the outer perimeter of the muster station, the bulkheads of
these spaces are allowed to be of "B-0" class integrity. Control positions for audio, video and light installations may be considered as
part of the muster station.
Chapter 1 Section 22 D Structural Fire Protection I - Part 6
Page 22–24 GL 2012

Table 22.6 Decks not forming steps in main vertical zones nor bounding zones

Spaces above
[1] [2] [3] [4] [5] [6] [7] [8] [9] [10] [11] [12] [13] [14]
Spaces below
Control stations [1] A–30 A–30 A–15 A–0 A–0 A–0 A–15 A–30 A–0 A–0 A–0 A–60 A–0 A–60
Stairways [2] A–0 A–0 – A–0 A–0 A–0 A–0 A–0 A–0 A–0 A–0 A–30 A–0 A–30
Corridors [3] A–15 A–0 A–01 A–60 A–0 A–0 A–15 A–15 A–0 A–0 A–0 A–30 A–0 A–30
Evacuation stations [4] A–0 A–0 A–0 A–0 – A–0 A–0 A–0 A–0 A–0 A–0 A–0 A–0 A–0
and external escape
routes
Open deck spaces [5] A–0 A–0 A–0 A–0 – A–0 A–0 A–0 A–0 A–0 A–0 A–0 A–0 A–0
Accommodation [6] A–60 A–15 A–0 A–60 A–0 A–0 A–0 A–0 A–0 A–0 A–0 A–0 A–0 A–0
spaces of minor fire
risk
Accommodation [7] A–60 A–15 A–15 A–60 A–0 A–0 A–15 A–15 A–0 A–0 A–0 A–0 A–0 A–0
spaces of moderate
fire risk
Accommodation [8] A–60 A–15 A–15 A–60 A–0 A–15 A–15 A–30 A–0 A–0 A–0 A–0 A–0 A–0
spaces of greater
fire risk
Sanitary and simi- [9] A–0 A–0 A–0 A–0 A–0 A–0 A–0 A–0 A–0 A–0 A–0 A–0 A–0 A–0
lar spaces
Tanks, voids and [10] A–0 A–0 A–0 A–0 A–0 A–0 A–0 A–0 A–0 A–01 A–0 A–0 A–0 A–0
auxiliary machin-
ery spaces having
little or no fire risk
Auxiliary machin- [11] A–60 A–60 A–60 A–60 A–0 A–0 A–15 A–30 A–0 A–0 A–01 A–0 A–0 A–30
ery spaces, cargo
spaces, cargo and
other oil tanks and
other similar spaces
of moderate fire risk
Machinery spaces [12] A–60 A–60 A–60 A–60 A–0 A–60 A–60 A–60 A–0 A–0 A–30 A–301 A–0 A–60
and main galleys
Store-rooms, work- [13] A–60 A–30 A–15 A–60 A–0 A–15 A–30 A–30 A–0 A–0 A–0 A–0 A–0 A–0
shops, pantries, etc.
Other spaces in [14] A–60 A–60 A–60 A–60 A–0 A–30 A–60 A–60 A–0 A–0 A–0 A–0 A–0 A–0
which flammable
liquids are stowed
See Notes under Table 22.1.

[1] Control stations In this connection, a stairway which is enclosed

Spaces containing emergency sources of power and
lighting. Wheelhouse and chartroom. Spaces con-
taining the ship's radio equipment. Fire control sta-
tions. Control room for propulsion machinery when
located outside the propulsion machinery space.
Spaces containing centralized fire alarm equip-
ment. Spaces containing centralized emergency
public address system stations and equipment.
[2] Stairways
Interior stairways, lifts, totally enclosed emergen-
cy escape trunks and escalators (other than those
wholly contained within the machinery spaces)
for passengers and crew and enclosures thereto.
at only one level shall be regarded as part of the
space from which it is not separated by a fire door.
[3] Corridors
Passenger and crew corridors and lobbies.
[4] Evacuation stations and external escape routes
Survival craft stowage area.
Open deck spaces and enclosed promenades
forming lifeboat and liferaft embarkation and
lowering stations.
Assembly stations, internal and external.
External stairs and open decks used for escape
routes.
I - Part 6 Section 22 D Structural Fire Protection
GL 2012
The ship's side to the waterline in the lightest sea-
going condition, superstructure and deckhouse
sides situated below and adjacent to the liferafts
and evacuation slide's embarkation areas.
[5] Open deck spaces
Open deck spaces and enclosed promenades
clear of lifeboat and liferaft embarkation and
lowering stations. To be considered in this cate-
gory, enclosed promenades shall have no sig-
nificant fire risk, meaning that furnishings shall
be restricted to deck furniture. In addition, such
spaces shall be naturally ventilated by perma-
nent openings. Air spaces (the space outside su-
perstructures and deckhouses).
[6] Accommodation spaces of minor fire risk
Cabins containing furniture and furnishings of
restricted fire risk. Offices and dispensaries con-
taining furniture and furnishings of restricted
fire risk. Public spaces containing furniture and
furnishings of restricted fire risk and having a
deck area of less than 50 m2.
[7] Accommodation spaces of moderate fire risk
Spaces as in category 6 above but containing
furniture and furnishings of other than restricted
fire risk. Public spaces containing furniture and
furnishings of restricted fire risk and having a
deck area of 50 m2 or more. Isolated lockers and
small store-rooms in accommodation spaces
having areas less than 4 m2 (in which flammable
liquids are not stowed). Sale shops. Motion pic-
ture projection and film stowage rooms. Diet
kitchens (containing no open flame). Cleaning
gear lockers (in which flammable liquids are not
stowed). Laboratories (in which flammable liq-
uids are not stowed). Pharmacies. Small drying
rooms (having a deck area of 4 m2 or less). Spe-
cie rooms, operating rooms, electrical distribu-
tion boards (see 4.3.2 and 4.3.3).
[8] Accommodation spaces of greater fire risk
Public spaces containing furniture and furnish-
ings of other than restricted fire risk and having
a deck area of 50 m2 or more. Barber shops and
beauty parlours. Saunas.
[9] Sanitary and similar spaces
Communal sanitary facilities, showers, baths,
water closets, etc. Small laundry rooms. Indoor
swimming pool area. Isolated pantries containing
no cooking appliances in accommodation spaces.
Private sanitary facilities shall be considered a
portion of the space in which they are located.
[10] Tanks, voids and auxiliary machinery spaces
having little or no fire risk
Water tanks forming part of the ship's structure.
Voids and cofferdams. Auxiliary machinery
Chapter 1
Page 22–25
spaces which do not contain machinery having a
pressure lubrication system and where storage of
combustibles is prohibited, such as:
Ventilation and air-conditioning rooms; wind-
lass room; steering gear room; stabilizer equip-
ment room; electrical propulsion motor room;
rooms containing section switchboards and
purely electrical equipment other than oil-filled
electrical transformers (above 10 kVA); shaft
alleys and pipe tunnels; spaces for pumps and
refrigeration machinery (not handling or using
flammable liquids).
Closed trunks serving the spaces listed above.
Other closed trunks such as pipe and cable trunks.
[11] Auxiliary machinery spaces, cargo spaces,
cargo and other oil tanks and other similar
spaces of moderate fire risk
Cargo oil tanks. Cargo holds, trunkways and
hatchways. Refrigerated chambers. Oil fuel
tanks (where installed in a separate space with
no machinery). Shaft alleys and pipe tunnels al-
lowing storage of combustibles. Auxiliary ma-
chinery spaces as in category 10 which contain
machinery having a pressure lubrication system
or where storage of combustibles is permitted.
Oil fuel filling stations. Spaces containing oil-
filled electrical transformers (above 10 kVA).
Spaces containing turbine and reciprocating
steam engine driven auxiliary generators and
small internal combustion engines of power out-
put up to 110 kW driving generators, sprinkler,
drencher or fire pumps, bilge pumps, etc. Closed
trunks serving the spaces listed above.
[12] Machinery spaces and main galleys
Main propulsion machinery rooms (other than
electric propulsion motor rooms) and boiler
rooms. Auxiliary machinery spaces other than
those in categories 10 and 11 which contain in-
ternal combustion machinery or other oil-burn-
ing, heating or pumping units. Main galleys and
annexes. Trunks and casings to the spaces listed
above.
[13] Store-rooms, workshops, pantries, etc.
Main pantries not annexed to galleys. Main
laundry. Large drying rooms (having a deck area
of more than 4 m2). Miscellaneous stores. Mail
and baggage rooms. Garbage rooms. Workshops
(not part of machinery spaces, galleys, etc.),
lockers and store-rooms having areas greater
than 4 m2, other than those spaces which have
provisions for the storage of flammable liquids.
[14] Other spaces in which flammable liquids are
stowed
Lamp rooms. Paint rooms. Store-rooms contain-
ing flammable liquids (including dyes, medi-
cines, etc.). Laboratories (in which flammable
liquids are stowed).
Chapter 1 Section 22 D Structural Fire Protection
Page 22–26
4.3.1 In respect of category [5] spaces Ger-
manischer Lloyd shall determine whether the insula-
tion values in Table 22.5 shall apply to ends of deck-
houses and superstructures, and whether the insulation
values in Table 22.6 shall apply to weather decks. In
no case shall the requirements of category [5] of Table
22.5 or 22.6 necessitate enclosure of spaces which in
the opinion of Germanischer Lloyd need not be en-
closed.
4.3.2 Electrical distribution boards may be located
behind panels/ linings within accommodation spaces
including stairway enclosures, without the need to
categorize the space, provided no provision for storage
is made.
4.3.3 If distribution boards are located in an identi-
fiable space having a deck area of less than 4 m2, this
space shall be categorized in (7).
4.4 Continuous "B" class ceilings or linings, in
association with the relevant decks or bulkheads, may
be accepted as contributing wholly or in part, to the
required insulation and integrity of a division.
4.5 At intersections and terminal points of the
required fire insulation constructions due regard is to
be paid to the effect of thermal bridges. In order to
avoid this, the insulation of a deck or bulkhead shall
be carried past the intersection or terminal point for a
distance of at least 450 mm.
5. Protection of stairways and lifts in accom-
modation and service spaces
5.1 All stairways in accommodation and service
spaces are to be of steel frame or other approved
equivalent construction; they are to be arranged within
enclosures formed by "A" class division, with effec-
tive means of closure for all openings.
The following exceptions are admissible:
5.1.1 A stairway connecting only two decks need
not be enclosed, provided that the integrity of the
pierced deck is maintained by suitable bulkheads or
doors at one of the two decks. When a stairway is
closed at one 'tween deck space, the stairway enclo-
sure shall be protected in accordance with the tables
for decks.
5.1.2 Stairways fitted within a closed public space
need not be enclosed.
5.2 Stairway enclosures are to be directly acces-
sible from the corridors and of sufficient area to pre-
vent congestion, having in mind the number of per-
sons likely to use them in an emergency. Within the
perimeter of such stairway enclosures, only public
toilets, lockers of non-combustible material providing
storage for safety equipment and open information
counters are permitted. Only public spaces, corridors,
public toilets, special category spaces, other escape
stairways required by 12.3.3 and external areas are
I - Part 6
GL 2012
permitted to have direct access to these stairway en-
closures.
Small corridors or lobbies used to separate an en-
closed stairway from galleys or main laundries may
have direct access to the stairway provided they have a
minimum deck area of 4,5 m2, a width of no less than
900 mm and contain a fire hose station.
5.3 Lift trunks shall be so fitted as to prevent the
passage of smoke and flame from one 'tween deck to
another and shall be provided with means of closing
so as to permit the control of draught and smoke.
6. Openings in "A" class divisions
6.1 Where "A" class divisions are penetrated for
the passage of electric cables, pipes, trunks, ducts, etc.,
or for girders, beams or other structural members, ar-
rangements shall be made to ensure that the fire resis-
tance is not impaired, subject to the provisions of 6.6.
6.2 All openings in the divisions are to be pro-
vided with permanently attached means of closing
which shall be at least as effective for resisting fire as
the divisions This does not apply for hatches between
cargo, special category, store and baggage spaces and
between such spaces and the weather decks.
6.3 The construction of all doors and door frames
in "A" class divisions, with the means of securing
them when closed, shall provide resistance to fire as
well as to the passage of smoke and flame equivalent
to that of the bulkheads in which the doors are situ-
ated 2. Such doors and door frames shall be approved
by GL and constructed of steel or other equivalent
material. Watertight doors need not be insulated.
6.4 It shall be possible for each door to be opened
and closed from each side of the bulkhead by one
person only.
6.5 Fire doors in main vertical zone bulkheads,
galley boundaries and stairway enclosures other than
power-operated watertight doors and those which are
normally locked, shall satisfy the following require-
ments:
6.5.1 The doors shall be self-closing and be capa-
ble of closing against an angle of inclination of up to
3,5° opposing closure.
6.5.2 The approximate time of closure for hinged
fire doors shall be no more than 40 s and no less than
10 s from the beginning of their movement with the
ship in upright position. The approximate uniform rate
of closure for sliding fire doors shall be of no more
than 0,2 m/s and no less than 0,1 m/s with the ship in
the upright position.
6.5.3 The doors, except those for emergency es-
cape trunks shall be capable of remote release from
the continuously manned central control station, either
I - Part 6 Section 22 D Structural Fire Protection
GL 2012
simultaneously or in groups and shall be capable of
release also individually from a position at both sides
of the door. Release switches shall have an on-off
function to prevent automatic resetting of the system.
6.5.4 Hold-back hooks not subject to central con-
trol station release are prohibited.
6.5.5 A door closed remotely from the central con-
trol station shall be capable of being re-opened at both
sides of the door by local control. After such local
opening, the door shall automatically close again (see
also the GL Rules for Electrical Installations (I-1-3),
Section 9).
6.5.6 Indication shall be provided at the fire door
indicator panel in the continuously manned central
control station whether each of the remote-released
doors are closed.
6.5.7 The release mechanism shall be so designed
that the door will automatically close in the event of
disruption of the control system or main source of
electric power.
6.5.8 Local power accumulators for power-
operated doors shall be provided in the immediate
vicinity of the doors to enable the doors to be operated
after disruption of the control system or main source
of electric power at least ten times (fully opened and
closed) using the local controls (see also the GL Rules
for Machinery Installations (I-1-2), Section 14).
6.5.9 Disruption of the control system or main
source of electric power at one door shall not impair
the safe functioning of the other doors.
6.5.10 Remote-released sliding or power-operated
doors shall be equipped with an alarm that sounds for
at least 5 s but no more than 10 s after the door is
released from the central control station and before the
door begins to move and continue sounding until the
door is completely closed.
6.5.11 A door designed to re-open upon contacting
an object in its path shall re-open not more than 1 m
from the point of contact.
6.5.12 Double-leaf doors equipped with a latch
necessary to their fire integrity shall have a latch that
is automatically activated by the operation of the
doors when released by the control system.
6.5.13 Doors giving direct access to special category
spaces which are power-operated and automatically
closed need not be equipped with the alarms and re-
mote-release mechanisms required in 6.5.3 and 6.5.10.
6.5.14 The components of the local control system
shall be accessible for maintenance and adjusting.
6.5.15 Power-operated doors shall be provided with
a control system of an approved type which shall be
able to operate in case of fire 2. This system shall
satisfy the following requirements:
Chapter 1
Page 22–27
6.5.15.1 the control system shall be able to operate
the door at the temperature of at least 200 °C for at
least 60 min, served by the power supply.
6.5.15.2 the power supply for all other doors not sub-
ject to fire shall nor be impaired; and
6.5.15.3 at temperatures exceeding 200 °C the control
system shall be automatically isolated from the power
supply and shall be capable of keeping the door closed
up to at least 945 °C.
6.6 The requirements for "A" class integrity of the
outer boundaries of a ship shall not apply to glass parti-
tions, windows and sidescuttles, provided that there is
no requirement for such boundaries to have "A" class
integrity in 8.3. The requirements for "A" class integ-
rity of the outer boundaries of the ship shall not apply
to exterior doors, except for those in superstructures
and deckhouses facing life-saving appliances, embar-
kation and external muster station areas, external stairs
and open decks used for escape routes. Stairway enclo-
sure doors need not meet this requirement.
6.7 Except for watertight, weathertight doors
(semi-watertight doors), doors leading to the open
deck and doors which need to be reasonably gastight,
all "A" class doors located in stairways, public spaces
and main vertical zone bulkheads in escape routes
shall be equipped with a self-closing hose port of
material, construction and fire resistance which is
equivalent to the door into which it is fitted, and shall
be a 150 mm square clear opening with the door
closed and shall be inset into the lower edge of the
door, opposite the door hinges, or in the case of slid-
ing doors, nearest the opening.
7. Openings in "B" class divisions
7.1 Where "B" class divisions are penetrated for
the passage of electric cables, pipes, trunks, ducts,
etc., or for the fitting of ventilation terminals, lighting
fixtures and similar devices, arrangements shall be
made to ensure that the fire resistance is not impaired.
Pipes other than steel or copper that penetrate "B"
class divisions shall be protected by either:
– a fire tested penetration device, suitable for the
fire resistance of the division pierced and the
type of pipe used; or
– a steel sleeve, having a thickness of not less than
1,8 mm and a length of not less than 900 mm for
pipe diameters of 150 mm or more and not less
than 600 mm for pipe diameters of less than 150
mm, preferably equally divided to each side of
the division. The pipe shall be connected to the
ends of the sleeve by flanges or couplings; or the
clearance between the sleeve and the pipe shall
not exceed 2,5 mm; or any clearance between
pipe and sleeve shall be made tight by means of
non-combustible or other suitable material.
Chapter 1 Section 22 D Structural Fire Protection
Page 22–28
7.2 Doors and door frames in "B" class divisions
and means of securing them shall provide a method of
closure which shall have resistance to fire equivalent
to that of the divisions 2 except that ventilation open-
ings may be permitted in the lower portion of such
doors. Where such opening is in or under a door the
total net area of any such opening or openings shall
not exceed 0,05 m2. Alternatively, a non-combustible
air balance duct routed between the cabin and the
corridor, and located below the sanitary unit is permit-
ted where the cross-sectional area of the duct does not
exceed 0,05 m2. All ventilation openings shall be
fitted with a grill made of non-combustible material.
Doors shall be non-combustible and approved by GL.
7.3 Cabin doors in "B" class divisions shall be of
a self-closing type. Hold-backs are not permitted.
7.4 The requirements for "B" class integrity of
the outer boundaries of a ship shall not apply to glass
partitions, windows and sidescuttles. Similarly, the
requirements for "B" class integrity shall not apply to
exterior doors in superstructures and deckhouses.
8. Windows and sidescuttles
8.1 All windows and sidescuttles in bulkheads
within accommodation and service spaces and control
stations other than those to which the provisions of 6.6
and of 7.4 apply, shall be so constructed as to pre-
serve the integrity requirements of the type of bulk-
heads in which they are fitted.
8.2 Notwithstanding the requirements of the Tables
22.5 to 22.6 all windows and sidescuttles in bulkheads
separating accommodation and service spaces and
control stations from weather shall be constructed with
frames of steel or other suitable material. The glass
shall be retained by a metal glazing bead or angle.
8.3 Windows facing life-saving appliances, em-
barkation and muster areas, external stairs and open
decks used for escape routes, and windows situated
below liferaft and escape slide embarkation areas shall
have the fire integrity as required in the Tables 22.5 to
22.6. Where automatic dedicated sprinkler heads are
provided for windows (see also the GL Rules for Ma-
chinery Installations (I-1-2), Section 12), A-0 win-
dows may be accepted as equivalent. Windows located
in the ship's side below the lifeboat embarkation areas
shall have the fire integrity at least equal to "A-0"
class.
9. Ventilation systems
9.1 In general, the ventilation fans shall be so
disposed that the ducts reaching the various spaces
remain within the main vertical zone.
9.2 Where ventilation systems penetrate decks,
precautions shall be taken, in addition to those relating
to the fire integrity of the deck required by 6. to re-
I - Part 6
GL 2012
duce the likelihood of smoke and hot gases passing
from one between deck space to another through the
system. In addition to insulation requirements con-
tained in 9. vertical ducts shall, if necessary, be insu-
lated as required by the appropriate tables in 4.
9.3 The main inlets and outlets of all ventilation
systems shall be capable of being closed from outside
the respective spaces in the event of a fire.
9.4 Except in cargo spaces, ventilation ducts shall
be constructed of the following materials:
9.4.1 Ducts not less than 0,075 m2 in sectional area
and all vertical ducts serving more than a single 'tween
deck space shall be constructed of steel or other
equivalent material.
9.4.2 Ducts less than 0,075 m2 in sectional area
other than vertical ducts referred to in 9.4.1 shall be
constructed of non-combustible materials. Where such
ducts penetrate "A" or "B" Class divisions due regard
shall be given to ensuring the fire integrity of the divi-
sion.
9.4.3 Short lengths of duct, not in general exceed-
ing 0,02 m² in sectional area nor 2 m in length, need
not be non-combustible provided that all of the fol-
lowing conditions are met:
9.4.3.1 the duct is constructed of a material having
low flame spread characteristics 3 which is type ap-
proved.
9.4.3.2 the duct is used only at the terminal end of
the ventilation system; and
9.4.3.3 the duct is not located closer than 0,6 m
measured along its length to a penetration of an "A" or
"B" class division, including continuous "B" class
ceilings.
9.5 Stairway enclosures shall be ventilated by an
independent fan and duct system which shall not serve
any other spaces in the ventilation system.
9.6 All power ventilation, except machinery and
cargo spaces ventilation and any alternative system
which may be required under 9.9, shall be fitted with
controls so grouped that all fans may be stopped from
either of two positions which shall be situated as far
apart as practicable. Controls provided for the power
ventilation serving machinery spaces shall also be
grouped so as to be operable from two positions, one
of which shall be outside such spaces. Fans serving
power ventilation systems to cargo spaces shall be
capable of being stopped from a safe position outside
such spaces.
9.7 Where a thin plated duct with a free cross-
sectional area equal to or less than 0,02 m2 passes
through "A" class bulkheads or decks, the opening
shall be lined with a steel sheet sleeve having a thick-
ness of at least 3 mm and a length of at least 200 mm,
I - Part 6 Section 22 D Structural Fire Protection
GL 2012
divided preferably into 100 mm on each side of the
bulkhead or, in the case of the deck, wholly laid on the
lower side of the decks pierced.
Where ventilation ducts with a free cross-sectional
area exceeding 0,02 m2 pass through "A" class bulk-
heads or decks, the opening shall be lined with a steel
sheet sleeve. However, where such ducts are of steel
construction and pass through a deck or bulkhead, the
ducts and sleeves shall comply with the following:
9.7.1 The sleeves shall have a thickness of at least
3 mm and a length of at least 900 mm. When passing
through bulkheads, this length shall be divided pref-
erably into 450 mm on each side of the bulkhead.
These ducts, or sleeves lining such ducts, shall be
provided with fire insulation. The insulation shall have
at least the same fire integrity as the bulkhead or deck
through which the duct passes.
9.7.2 Ducts with a free cross-sectional area exceed-
ing 0,075 m2 shall be fitted with fire dampers in addi-
tion to the requirements of 9.7.1. The fire damper shall
operate automatically but shall also be capable of
being closed manually from both sides of the bulkhead
or deck. The damper shall be provided with an indica-
tor which shows whether the damper is open or
closed. Fire dampers are not required, however, where
ducts pass through spaces surrounded by "A" class
divisions, without serving those spaces, provided
those ducts have the same fire integrity as the divi-
sions which they pierce. The fire dampers should be
easily accessible. Where they are placed behind ceil-
ings and linings, these latter should be provided with
an inspection door on which a plate reporting the
identification number of the fire damper. Such plate
and identification number should be placed also on
any remote control required.
9.7.3 The following arrangement shall be of an
approved type 2.
9.7.3.1 Fire dampers, including relevant means of
operation.
9.7.3.2 Duct penetrations through "A" class divi-
sions. Where steel sleeves are directly joined to venti-
lation ducts by means of riveted or screwed flanges or
by welding, the test is not required.
9.8 Exhaust ducts from galley ranges in which
grease or fat is likely to accumulate shall meet the
requirements as mentioned in 9.11.2 and shall be fitted
with:
9.8.1 a grease trap readily removable for cleaning
unless an alternative approved grease removal system
is fitted;
9.8.2 a fire damper located in the lower end of the
duct which is automatically and remotely operated,
and in addition a remotely operated fire damper lo-
cated in the upper end of the duct;
Chapter 1
Page 22–29
9.8.3 a fixed means for extinguishing a fire within
the duct (see also the GL Rules for Machinery Instal-
lations (I-1-2), Section 12);
9.8.4 remote control arrangements for shutting off
the exhaust fans and supply fans, for operating the fire
dampers mentioned in 9.8.2 and for operating the fire-
extinguishing system, which shall be placed in a posi-
tion close to the entrance to the galley. Where a multi-
branch system is installed, means shall be provided to
close all branches exhausting through the same main
duct before an extinguishing medium is released into
the system; and
9.8.5 suitably located hatches for inspection and
cleaning.
9.9 Such measures as are practicable shall be
taken in respect of control stations outside machinery
spaces in order to ensure that ventilation, visibility and
freedom from smoke are maintained, so that in the
event of fire the machinery and equipment contained
therein may be supervised and continue to function
effectively. Alternative and separate means of air
supply shall be provided; air inlets of the two sources
of supply shall be so disposed that the risk of both
inlets drawing in smoke simultaneously is minimized.
Such requirements need not apply to control stations
situated on, and opening on to, an open deck.
9.10 The ventilation systems for machinery spaces
of category A, vehicle spaces, ro-ro spaces, galleys,
special category spaces and cargo spaces shall, in
general, be separated from each other and from the
ventilation system serving other spaces.
9.11 Ducts provided for the ventilation of machin-
ery spaces of category A, galleys, vehicle spaces, ro-ro
cargo spaces or special category spaces shall not pass
through accommodation spaces, service spaces or con-
trol stations unless the ducts are either complying with
9.11.1 or 9.11.2.
9.11.1 constructed of steel having a thickness of at
least 3 mm and 5 mm for ducts the widths or diame-
ters of which are up to and including 300 mm and
760 mm and over respectively and, in the case of such
ducts, the widths or diameters of which are between
300 mm and 760 mm having a thickness to be ob-
tained by interpolation;
suitably supported and stiffened;
fitted with automatic fire dampers close to the bounda-
ries penetrated; and
insulated to "A-60" standard from the machinery
spaces, galleys, vehicle spaces, ro-ro cargo spaces or
special category spaces to a point at least 5 m beyond
each fire damper; or
9.11.2 constructed of steel suitable supported and
stiffened in accordance with 9.11.1 and
insulated to "A-60" standard throughout the accom-
modation spaces, service spaces or control stations;
Chapter 1 Section 22 D Structural Fire Protection
Page 22–30
9.11.3 except that penetrations of main zone divi-
sions shall also comply with the requirements of 9.14.
9.12 Ducts provided for the ventilation to accom-
modation spaces, service spaces or control stations
shall not pass through machinery spaces of category
A, galleys, vehicle spaces, ro-ro cargo spaces or spe-
cial category spaces unless either complying with
9.12.1 or 9.12.2.
9.12.1 the ducts where they pass through a machin-
ery space of category A, galley, vehicle space, ro-ro
cargo space or special category space are constructed
of steel, suitable supported and stiffened in accordance
with 9.11.1 and
automatic fire dampers are fitted close to the bounda-
ries penetrated; and
integrity of the machinery space, galley, vehicle space,
ro-ro cargo space or special category space boundaries
is maintained at the penetrations; or
9.12.2 the ducts where they pass through a machin-
ery space of category A, galley, vehicle space, ro-ro
cargo space or special category space are constructed
of steel, suitable supported and stiffened in accordance
with 9.11.1
are insulated to "A-60" standard within the machinery
space galley, vehicle space, ro-ro cargo space or spe-
cial category space;
9.12.3 except that penetrations of main zone divi-
sion shall also comply with the requirements in 9.14.
9.13 Ventilation ducts with a free cross-sectional
area exceeding 0,02 m² passing through "B" class
bulkheads shall be lined with steel sheet sleeves of
900 mm in length divided preferably into 450 mm on
each side of the bulkheads unless the duct is of steel
for this length.
9.14 Where in a ship it is necessary that a ventila-
tion duct passes through a main vertical zone division,
a fail-safe automatic closing fire damper shall be fitted
adjacent to the division. The damper shall also be
capable of being manually closed from each side of
the division. The operating position shall be readily
accessible and be marked in red light-reflecting col-
our. The duct between the division and the damper
shall be of steel or other equivalent material and, if
necessary, insulated to comply with the requirements
of 6.1. The damper shall be fitted on at least one side
of the division with a visible indicator showing
whether the damper is in the open position.
9.15 Power ventilation of accommodation spaces
service spaces, cargo spaces, control stations and ma-
chinery spaces shall be capable of being stopped from
an easily accessible position outside the space being
served. This position should not be readily cut off in the
event of a fire in the spaces served. The means provided
for stopping the power ventilation of the machinery
I - Part 6
GL 2012
spaces shall be entirely separate from the means pro-
vided for stopping ventilation of other spaces.
9.16 Controls for shutting down the ventilation
fans shall be centralized in a continuously manned
central control station. The ventilation fans shall be
capable of reactivation by the crew at this location,
whereby the control panels shall be capable of indicat-
ing closed or off status of fans.
9.17 Exhaust ducts shall be provided with suitably
located hatches for inspection and cleaning. The
hatches shall be located near the fire damper.
9.18 Where public spaces span three or more open
decks and contain combustibles such as furniture and
enclosed spaces such as shops, offices and restaurants,
the space shall be equipped with a smoke extraction
system (see also the GL Rules for Machinery Installa-
tions (I-1-2), Section 12).
10. Restriction of combustible materials
10.1 Except in cargo spaces, mail rooms, baggage
rooms, saunas 8 or refrigerated compartments of ser-
vice spaces, all linings, grounds, draught stops, ceil-
ings and insulation's shall be of non-combustible ma-
terials. Partial bulkheads or decks used to subdivide a
space for utility or artistic treatment shall also be of
non-combustible material.
Linings, ceilings and partial bulkheads or decks used
to screen or to separate adjacent cabin balconies shall
be of non-combustible material.
10.2 Vapour barriers and adhesives used in con-
junction with insulation, as well as insulation of pipe
fittings, for cold service systems need not be non-
combustible but they shall be kept to the minimum
quantity practicable and their exposed surfaces shall
have low flame spread characteristics.
10.3 The following surfaces shall have low flame-
spread characteristics 3:
10.3.1 exposed surfaces in corridors and stairway
enclosures, and of bulkheads, wall and ceiling linings
in accommodation and service spaces (except saunas)
and control stations;
10.3.2 concealed or inaccessible spaces in accom-
modation, service spaces and control stations,
10.3.3 exposed surfaces of cabin balconies, except
for natural hard wood decking systems.
10.4 The total volume of combustible facings,
mouldings, decorations and veneers in any accommo-
dation and service space shall not exceed a volume
equivalent to 2,5 mm veneer on the combined area of
the walls and ceilings. Furniture fixed to linings, bulk-
heads or decks need not be included in the calculation
of the total volume of combustible materials. This
I - Part 6 Section 22 D Structural Fire Protection
GL 2012
applies also to traditional wooden benches and wood-
en linings on bulkheads and ceilings in saunas. In the
case of ships fitted with an automatic sprinkler system,
the above volume may include some combustible
material used for erection of "C" class divisions.
10.5 Combustible materials used on surfaces and
linings covered by the requirements of 10.3 shall have
a calorific value 6 not exceeding 45 MJ/m2 of the area
for the thickness used. This does not apply to surfaces
of furniture fixed to linings or bulkheads as well as to
traditional wooden benches and wooden linings on
bulkheads and ceilings in saunas.
10.6 Furniture in stairway enclosures shall be
limited to seating. It shall be fixed, limited to six seats
on each deck in each stairway enclosure, be of re-
stricted fire risk, and shall not restrict the passenger
escape route.
Furniture shall not be permitted in passenger and crew
corridors forming escape routes in cabin areas. Lock-
ers of non-combustible material, providing storage for
safety equipment, may be permitted within these ar-
eas.
Drinking water dispensers and ice cube machines may
be permitted in corridors provided they are fixed and
do not restrict the width of the escape route. This
applies as well to decorative flower arrangements,
statues or other objects d’art such as paintings and
tapestries in corridors and stairways.
10.7 Furniture and furnishings on cabin balconies
shall comply with the following, unless such balconies
are protected by a fixed pressure water-spraying and
fixed fire detection and fire alarm systems
10.7.1 case furniture shall be constructed entirely of
approved non-combustible materials, except that a
combustible veneer not exceeding 2 mm may be used
on the working surface;
10.7.2 free-standing furniture shall be constructed
with frames of non-combustible materials;
10.7.3 draperies and other suspended textile materi-
als shall have qualities of resistance to the propagation
of flame not inferior to those of wool having a mass of
0,8 kg/m2 10;
10.7.4 upholstered furniture shall have qualities of
resistance to the ignition and propagation of flame 11
and
––––––––––––––
10 Reference is made to the Fire Test Procedure Code, Annex 1,
Part 7, adopted by IMO by Resolution MSC.61(67). On ships
constructed on or after 1 July 2012, the new Fire Test Procedure
Code, adopted by IMO by Resolution MSC.307(88), is appli-
cable.
11 Reference is made to the Fire Test Procedure Code, Annex 1,
Part 8, adopted by IMO by Resolution MSC.61(67). On ships
constructed on or after 1 July 2012, the new Fire Test Procedure
Code, adopted by IMO by Resolution MSC.307(88), is appli-
cable.
Chapter 1
Page 22–31
10.7.5 bedding components shall have qualities of
resistance to the ignition and propagation of flame 12.
10.8 Paints, varnishes and other finishes used on
exposed interior surfaces, including cabin balconies
with the exclusion of natural hard wood decking sys-
tems, shall not be capable of producing excessive
quantities of smoke and toxic products 4.
10.9 Primary deck coverings, if applied within
accommodation and service spaces and control sta-
tions or if applied on cabin balconies, shall be of ap-
proved material which will not readily ignite, or give
rise to smoke or toxic or explosive hazards at elevated
temperatures 5.
10.10 Waste receptacles shall be constructed of
non-combustible materials with no openings in the
sides or bottom. Containers in galleys, pantries, bars,
garbage handling or storage spaces and incinerator
rooms which are intended purely for the carriage of
wet waste, glass bottles and metal cans may be con-
structed of combustible materials.
11. Details of construction
11.1 In accommodation and service spaces, con-
trol stations, corridors and stairways, air spaces en-
closed behind ceilings, panelling or linings shall be
suitably divided by close-fitting draught stops not
more than 14 m apart. In the vertical direction, such
enclosed air spaces, including those behind linings of
stairways, trunks, etc. shall be closed at each deck.
11.2 The construction of ceilings and bulkheads
shall be such that it will be possible, without impairing
the efficiency of the fire protection, for the fire patrols
to detect any smoke originating in concealed and inac-
cessible spaces.
11.3 Non-load bearing partial bulkheads separat-
ing adjacent cabin balconies shall be capable of being
opened by the crew from each side for the purpose of
fighting fires.
11.4 The cargo holds and machinery spaces shall
be capable of being effectively sealed such as to pre-
vent the inlet of air.
Doors leading to machinery spaces of category A are
to be provided with self-closing devices and 2 secur-
ing devices. All other machinery spaces, which are
protected by gas fire extinguishing system, are to be
equipped with self-closing doors.
––––––––––––––
12 Reference is made to the Fire Test Procedure Code, Annex 1,
Part 9, adopted by IMO by Resolution MSC.61(67). On ships
constructed on or after 1 July 2012, the new Fire Test Procedure
Code, adopted by IMO by Resolution MSC.307(88), is appli-
cable.
Chapter 1 Section 22 D Structural Fire Protection
Page 22–32
11.5 Construction and arrangement of saunas
11.5.1 The perimeter of the sauna shall be of "A"
class boundaries and may include changing rooms,
showers and toilets. The sauna shall be insulated to "A–
60" standard against other spaces except those inside
the perimeter and spaces of category (5), (9) and (10).
11.5.2 Bathrooms with direct access to saunas may
be considered as part of them. In such cases, the door
between sauna and the bathroom need not comply
with fire safety requirements.
11.5.3 The traditional wooden lining on the bulk-
heads and on the ceiling are permitted in the sauna.
The ceiling above the oven shall be lined with a non-
combustible plate with an air-gap of at least 30 mm.
The distance from the hot surfaces to combustible
materials shall be at least 500 mm or the combustible
materials shall be suitably protected.
11.5.4 The traditional wooden benches are permitted
to be used in the sauna.
11.5.5 The sauna door shall open outwards by push-
ing.
11.5.6 Electrically heated ovens shall be provided
with a timer.
12. Means of escape
12.1 Unless expressly provided otherwise in this
regulation, at least two widely separated and ready
means of escape shall be provided from all spaces or
group of spaces. Lifts shall not be considered as form-
ing one of the required means of escape.
12.2 Doors in escape routes shall, in general, open
in way of the direction of escape, except that:
– individual cabin doors may open into the cabins
in order to avoid injury to persons in the corri-
dor when the door is opened
– doors in vertical emergency escape trunks may
open out of the trunk in order to permit the trunk
to be used both for escape and access
12.3 Stairways and ladders shall be arranged to
provide ready means of escape to the lifeboat and
liferaft embarkation deck from all passenger and crew
spaces and from spaces in which the crew is normally
employed, other than machinery spaces. In particular,
the following provisions shall be complied with:
12.3.1 Below the bulkhead deck two means of es-
cape, at least one of which shall be independent of
watertight doors, shall be provided from each water-
tight compartment or similarly restricted space or
group of spaces. Due regard being paid to the nature
and location of spaces and to the number of persons
who normally might be employed there, exceptions
are possible, however, stairways shall not be less than
800 mm in clear width with handrails on both sides.
I - Part 6
GL 2012
12.3.2 Above the bulkhead deck, there shall be at
least two means of escape from each main vertical
zone or similarly restricted space or group of spaces at
least one of which shall give access to a stairway
forming a vertical escape.
12.3.3 At least one of the means of escape required
by paragraphs 12.3.1 and 12.3.2 shall consist of a
readily accessible enclosed stairway, which shall pro-
vide continuous fire shelter from the level of its origin
to the appropriate lifeboat and liferaft embarkation
decks, or to the uppermost weather deck if the embar-
kation deck does not extend to the main vertical zone
being considered. In the latter case, direct access to the
embarkation deck by way of external open stairways
and passageways shall be provided and shall have
emergency lighting (see also the GL Rules for Elec-
trical Installations (I-1-3), Section 3 and 11) and slip-
free surfaces under foot. Boundaries facing external
open stairways and passageways forming part of an
escape route and boundaries in such a position that
their failure during a fire would impede escape to the
embarkation deck shall have fire integrity, including
insulation values, in accordance with the Tables 22.5
and 22.6. The widths, number and continuity of es-
capes shall be as follows:
12.3.3.1 Stairways shall not be less than 900 mm in
clear width. Stairways shall be fitted with handrails on
each side. The minimum clear width of stairways shall
be increased by 10 mm for every one person provided
for in excess of 90 persons. The maximum clear width
between handrails where stairways are wider than
900 mm shall be 1800 mm. The total number of persons
to be evacuated by such stairways shall be assumed to
be two thirds of the crew and the total number of pas-
sengers in the areas served by such stairways 7.
12.3.3.2 All stairways sized for more than 90 persons
shall be aligned fore and aft.
12.3.3.3 Doorways and corridors and intermediate land-
ings included in means of escape shall be sized in the
same manner as stairways. The aggregate width of stair-
way exit doors to the assembly station shall not be less
than the aggregate width of stairways serving this deck.
12.3.3.4 Stairways shall not exceed 3,5 m in vertical
rise without the provision of a landing and shall not
have an angle of inclination greater than 45°.
12.3.3.5 Landings at each deck level shall be not less
than 2 m2 in area and shall increase by 1 m2 for every
10 persons provided for in excess of 20 persons but
need not exceed 16 m2, except for those landings ser-
vicing public spaces having direct access onto the
stairway enclosure.
12.3.4 Stairways serving only a space and a balcony
in that space shall not be considered as forming one of
the means of escape.
12.3.5 A corridor, lobby, or part of a corridor from
which there is only one route of escape shall not be
I - Part 6 Section 22 D Structural Fire Protection
GL 2012
permitted. Dead-end corridors used in service areas
which are necessary for the practical utility of the
ship, such as fuel oil stations and athwartship supply
corridors shall be permitted provided such dead-end
corridors are separated from crew accommodation
areas and are inaccessible from passenger accommo-
dation areas. Also, a part of the corridor that has a
depth not exceeding its width is considered a recess or
local extension and is permitted.
12.3.6 In addition to the emergency lighting (see
also the GL Rules for Electrical Installations (I-1-3),
Section 3 and 10), the means of escape including
stairways and exits, shall be marked by lighting or
photoluminescent strip indicators placed not more
than 0,3 m above the deck at all points of the escape
route including angles and intersections. The marking
shall enable passengers to identify all the routes of
escape and readily identify the escape exits. If electric
illumination is used, it shall be supplied by the emer-
gency source of power and it shall be so arranged that
the failure of any single light or cut in a lighting strip,
will not result in the marking being ineffective. Addi-
tionally, all escape route signs and fire equipment
location markings shall be of photoluminescent mate-
rial or marked by lighting. Such lighting or photolu-
minescent equipment shall be of an approved type 7.
12.3.7 The requirement of 12.3.6 shall also apply to
the crew accommodation areas.
12.3.8 Public Spaces spanning three or more decks and
contain combustibles such as furniture and enclosed
spaces such as shops, offices and restaurants shall have
at each level within the space two means of escape, one
of which shall have direct access to an enclosed vertical
means of escape as mentioned under 12.3.3.
12.4 If a radiotelegraph station has no direct ac-
cess to the open deck, two means of escape from or
access to such station shall be provided, one of which
may be a porthole or window of sufficient size or
another means.
12.5 In special category spaces the number and
disposition of the means of escape both below and
above the bulkhead deck shall be satisfactory as men-
tioned under 12.3.1, .2 and .3.
12.6 Two means of escape shall be provided from
each machinery space. In particular, the following
provisions shall be complied with:
12.6.1 Where the space is below the bulkhead deck
the two means of escape shall consist of either:
12.6.1.1 two sets of steel ladders as widely separated
as possible, leading to doors in the upper part of the
space similarly separated and from which access is
provided to the appropriate lifeboat and liferaft em-
barkation decks. One of these ladders shall be located
within a protected enclosure having fire integrity,
including insulation values, in accordance with the
Tables 22.5 and 22.6 for a category (2) space, from the
Chapter 1
Page 22–33
lower part of the space to a safe position outside the
space. Self-closing doors of the same fire integrity
standards shall be fitted in the enclosure. The ladder
shall be fixed in such a way that heat is not transferred
into the enclosure through non-insulated fixing points.
The protected enclosure shall have minimum internal
dimensions of at least 800 mm × 800 mm, and shall
have emergency lighting provisions.
12.6.1.2 or one steel ladder leading to a door in the
upper part of the space from which access is provided
to the embarkation deck and additionally, in the lower
part of the space and in a position well separated from
the ladder referred to, a steel door capable of being
operated from each side and which provides access to
a safe escape route from the lower part of the space to
the embarkation deck.
12.6.2 Where the space is above the bulkhead deck,
two means of escape shall be as widely separated as
possible and the doors leading from such means of
escape shall be in a position from which access is
provided to the appropriate lifeboat and liferaft em-
barkation decks. Where such escapes require the use
of ladders these shall be of steel.
12.6.3 A ship of a gross tonnage less than 1 000 may
be dispensed with one of the means of escape, due
regard being paid to the width and disposition of the
upper part of the space; and a ship of a gross tonnage
of 1 000 and above, may be dispensed with one means
of escape from any such space so long as either a door
or a steel ladder provides a safe escape route to the
embarkation deck, due regard being paid to the nature
and location of the space and whether persons are
normally employed in that space.
12.6.4 In the steering gear room, a second means of
escape shall be provided when the emergency steering
position is located in that space unless there is direct
access to the open deck.
12.6.5 One of the escape routes from the machinery
spaces where the crew is normally employed shall
avoid direct access to any special category space.
12.6.6 Two means of escape shall be provided from
a machinery control room within a machinery space,
at least one of which shall provide continuous fire
shelter to a safe position outside the machinery space.
12.7 Additional requirements for ro-ro ships
12.7.1 Handrails or other handholds shall be pro-
vided in all corridors along the entire escape route, so
that a firm handhold is available every step of the way,
where possible, to the assembly stations and embarka-
tion stations. Such handrails shall be provided on both
sides of longitudinal corridors more than 1,8 m in
width and transverse corridors more than 1 m in
width. Particular attention shall be paid to the need to
be able to cross lobbies, atriums and other large open
spaces along escape routes. Handrails and other hand-
holds shall be of such strength as to withstand a dis-
Chapter 1 Section 22 D Structural Fire Protection
Page 22–34
tributed horizontal load of 750 N/m applied in the
direction of the centre of the corridor or space, and a
distributed vertical load of 750 N/m applied in the
downward direction. The two loads need not be ap-
plied simultaneously.
12.7.2 Escape routes shall be provided from every
normally occupied space on the ship to an assembly
station. These escape routes shall be arranged so as to
provide the most direct route possible to the assembly
station and shall be marked with relevant symbols.
12.7.3 Where enclosed spaces adjoin an open deck,
openings from the enclosed space to the open deck
shall, where practicable, be capable of being used as
an emergency exit.
12.7.4 Decks shall be sequentially numbered, start-
ing with "1" at the tank top or lowest deck. These
numbers shall be prominently displayed at stair land-
ings and lift lobbies. Decks may also be named, but
the deck number shall always be displayed with the
name.
12.7.5 Simple "mimic" plans showing the "you are
here" position and escape routes marked by arrows,
shall be prominently displayed on the inside of each
cabin door and in public spaces. The plan shall show
the directions of escape, and shall be properly oriented
in relation to its position on the ship.
12.7.6 Cabin and stateroom doors shall not require
keys to unlock them from inside the room. Neither
shall there be any doors along any designed escape
route which require keys to unlock them when moving
in the direction of escape.
12.7.7 The lowest 0,5 m of bulkheads and other
partitions forming vertical divisions along escape
routes shall be able to sustain a load of 750 N/m to
allow them to be used as walking surfaces from the
side of the escape route with the ship at large angles of
heel.
12.7.8 The escape route from cabins to stairway
enclosures shall be as direct as possible, with a mini-
mum number of changes in direction. It shall not be
necessary to cross from one side of the ship to the
other to reach an escape route. It shall not be neces-
sary to climb more than two decks up or down in order
to reach an assembly station or open deck from any
passenger space.
12.7.9 External routes shall be provided from open
decks, referred to in 12.7.8, to the survival craft em-
barkation stations.
12.7.10 Escape routes are to be evaluated by an
evacuation analysis early in the design process 13.
––––––––––––––
13 Reference is made to the Interim Guidelines for evacuation
analyses for new and existing passenger ships adopted by IMO
by MSC/Circ. 1238.
I - Part 6
GL 2012
The analysis shall be used to identify and eliminate, as
far as practicable, congestion which may develop
during an abandonment, due to normal movement of
passengers and crew along escape routes, including
the possibility that crew may need to move along these
routes in a direction opposite the movement of pas-
sengers. In addition, the analysis shall be used to dem-
onstrate the escape arrangements are sufficiently
flexible to provide for the possibility that certain es-
cape routes, assembly stations, embarkation stations or
survival craft may not be available as a result of a
casualty.
12.7.11 Designated walkways to the means of escape
with a breadth of at least 600 mm shall be provided in
special category and open ro-ro spaces to which any
passengers carried have access.
12.7.12 At least two means of escape shall be pro-
vided in ro-ro spaces where the crew are normally
employed. The escape routes shall provide safe escape
to the lifeboat and liferaft embarkation decks and shall
be located at the fore and aft ends of the space.
13. Fixed fire detection and fire alarm systems
and automatic sprinkler, fire detection and
fire alarm systems
13.1 Any ship shall be equipped with:
– an automatic sprinkler, fire detection and fire
alarm system in all service spaces, control sta-
tions and accommodation spaces, including cor-
ridors and stairways (see also the GL Rules for
Machinery Installations (I-1-2), Section 12)
– a fixed fire detection and alarm system so in-
stalled and arranged as to provide smoke detec-
tion in service spaces, control stations and ac-
commodation spaces, including corridors and
stairways (see also the GL Rules for Machinery
Installations (I-1-2), Section 12)
13.2 Control stations where water may cause dam-
age to essential equipment may be fitted with a fixed
fire-extinguishing system of another type (see also the
GL Rules for Machinery Installations (I-1-2), Section
12).
13.3 Cabin balconies shall be equipped with a fixed
fire detection and fire alarm system and a fixed pressure
water-spraying system (see also the GL Rules for
Machinery Installations (I-1-2), Section 12), when
furniture and furnishings on such balconies are not
complying with 10.7.
13.4 Smoke detectors need not be fitted in private
bathrooms and galleys. Spaces having little or no fire
risk such as voids, public toilets and similar spaces
need not be fitted with an automatic sprinkler, or fixed
fire detection and alarm system.
I - Part 6 Section 22 D Structural Fire Protection
GL 2012
14. Protection of vehicle, special category and
ro-ro spaces
14.1 The subdivision of such spaces in main vertical
zones would defeat their intended purpose. Therefore
equivalent protection shall be obtained in such spaces
on the basis of a horizontal zone concept. A horizontal
zone may include special category and ro-ro spaces on
more than one deck provided that the total overall
clear height for vehicles does not exceed 10 m,
whereas the total overall clear height is the sum of
distances between deck and web frames of the decks
forming the horizontal zone.
14.2 Structural Protection
The boundary bulkheads and decks of special category
spaces and ro-ro spaces shall be insulated to "A-60"
class standard. However, where a category 4.3 [5],
4.3 [9] or 4.3 [10] space is on one side of the division
the standard may be reduced to "A-0".
Where fuel oil tanks are below a special category
space, the integrity of the deck between such spaces
may be reduced to "A-0" standard.
Indicators shall be provided on the navigating bridge
which shall indicate when any fire door leading to or
from the special category space is closed.
14.3 Fixed fire-extinguishing system
14.3.1 Vehicle spaces and ro-ro spaces which are
not special category spaces and are capable of being
sealed from a location outside of the cargo spaces
shall be fitted with a fixed gas fire-extinguishing sys-
tem of an approved type (see also the GL Rules for
Machinery Installations (I-1-2), Section 12).
14.3.2 Ro-ro and vehicle spaces not capable of being
sealed and special category spaces shall be fitted with
a fixed pressure water spraying system for manual
operation of an approved type (see also the GL Rules
for Machinery Installations (I-1-2), Section 12).
14.4 Ventilation system
There shall be provided an effective power ventilation
system for special category spaces and closed ro-ro
and vehicle spaces sufficient to give at least 10 air
changes per hour. Beyond this, a higher air exchange
rate is required during the period of loading and
unloading. The system for such spaces shall be en-
tirely separated from other ventilation systems and
shall be operating at all times when vehicles are in
such spaces.
Ventilation ducts serving such spaces capable of being
effectively sealed shall be separated for each such
space. The system shall be capable of being controlled
from a position outside such spaces.
The ventilation shall be such as to prevent air stratifi-
cation and the formation of air pockets.
Chapter 1
Page 22–35
Means shall be provided to indicate on the navigating
bridge any loss or reduction of the required ventilating
capacity.
Arrangements shall be provided to permit a rapid shut-
down and effective closure of the ventilation system in
case of fire, taking into account the weather and sea
conditions.
Ventilation ducts, including dampers, within a com-
mon horizontal zone shall be made of steel.
Ducts passing through other horizontal zones or ma-
chinery spaces shall be "A-60" class steel ducts com-
plying with 9.11.1 and 9.11.2.
Permanent openings in the side plating, the ends or
deckhead of the space shall be so situated that a fire in
the cargo space does not endanger stowage areas and
embarkation stations for survival craft and accom-
modation spaces, service spaces and control stations
in superstructures and deckhouses above the cargo
spaces.
14.5 Fire detection
There shall be provided a fixed fire detection and fire
alarm system of an approved type (see also the GL
Rules for Machinery Installations (I-1-2), Section 12).
A sample extraction smoke detection system of an
approved type (see also the GL Rules for Machinery
Installations (I-1-2), Section 12) may be accepted as
equivalent, except for open ro-ro spaces, open vehicle
spaces and special category spaces.
An efficient fire patrol system shall be maintained in
special category spaces. In case of a continuous fire
watch at all times during the voyage, a fixed fire de-
tection and alarm system is not required therein.
15. Special arrangements in machinery spaces
of category A
15.1 The number of skylights, doors, ventilators,
openings in funnels to permit exhaust ventilation and
other openings to machinery spaces shall be reduced
to a minimum consistent with the needs of ventilation
and the proper and safe working of the ship.
15.2 Skylights shall be of steel and shall not con-
tain glass panels. Suitable arrangements shall be made
to permit the release of smoke in the event of fire,
from the space to be protected. The normal ventilation
systems may be acceptable for this purpose.
15.3 Means of control shall be provided for per-
mitting the release of smoke and such controls shall be
located outside the space concerned so that, in the
event of fire, they will not be cut off from the space
they serve. The controls shall be situated at one con-
trol position or grouped in as few positions as possi-
ble. Such positions shall have safe access from the
open deck.
Chapter 1 Section 22 E Structural Fire Protection
Page 22–36
15.4 Such doors other than power-operated water-
tight doors shall be arranged so that positive closure is
assured in case of fire in the space, by power-operated
closing arrangements or by the provision of self-
closing doors capable of closing against an inclination
of 3,5° opposing closure and having a fail-safe hook-
back facility, provided with a remotely operated re-
lease device. Doors for emergency escape trunks need
not be fitted with a fail-safe hold-back facility and a
remotely operated release device.
15.5 Means of control shall be provided for clos-
ing power-operated doors or actuating release mecha-
nism on doors other than power-operated watertight
doors. The control shall be located outside the space
concerned, where they will not be cut off in the event
of fire in the space it serves. The means of control
shall be situated at one control position or grouped in
as few positions as possible having direct access and
safe access from the open deck.
15.6 Windows shall not be fitted in machinery
space boundaries. This does not preclude the use of
glass in control rooms within the machinery spaces.
15.7 The floor plating of normal passageways
shall be made of steel.
16. Special requirements for ships carrying
dangerous goods
16.1 Ventilation
Adequate power ventilation shall be provided in en-
closed cargo spaces. The arrangement shall be such as
to provide for at least six air changes per hour in the
cargo space based on an empty cargo space and for
removal of vapours from the upper or lower parts of
the cargo space, as appropriate.
The fans shall be such as to avoid the possibility of
ignition of flammable gas air mixtures. Suitable wire
mesh guards shall be fitted over inlet and outlet venti-
lation openings.
16.2 Insulation of machinery space boundaries
Bulkheads forming boundaries between cargo spaces
and machinery spaces of category A shall be insulated
to "A-60" standard, unless the dangerous goods are
stowed at least 3 m horizontally away from such bulk-
heads. Other boundaries between such spaces shall be
insulated to "A-60" standard.
16.3 Miscellaneous items
The kind and extent of the fire extinguishing equip-
ment are defined in the GL Rules for Machinery In-
stallations (I-1-2), Section 12.
Electrical apparatus and cablings are to meet the re-
quirements of the GL Rules for Electrical Installations
(I-1-3), Section 16.
I - Part 6
GL 2012
E. Additional Requirements for Ships carry-
ing Crude Oil and Petroleum Products
(These requirements are additional to those of B., C.
and D. except as provided otherwise in 3. and 4.)
1. Application
1.1 Unless expressly provided otherwise, this
Section shall apply to tankers carrying crude oil and
petroleum products having a flashpoint not exceeding
60 °C (closed cup test), as determined by an approved
flashpoint apparatus, and a Reid vapour pressure
which is below atmospheric pressure and other liquid
products having a similar fire hazard.
1.2 Where liquid cargoes other than those re-
ferred to in 1.1 or liquefied gases which introduce
additional fire hazards are intended to be carried the
requirements for ships carrying liquefied gases in
bulk, the GL Rules for Liquefied Gas Carriers (I-1-6)
and the requirements for ships carrying dangerous
chemicals in bulk, the GL Rules for Chemical Tankers
(I-1-7) are to be taken into account.
1.3 Tankers carrying petroleum products having
a flashpoint exceeding 60 °C (closed cup test) as de-
termined by an approved flashpoint apparatus shall
comply with the provisions of D.
1.4 Chemical tankers and gas carriers shall com-
ply with the requirements of this Section, unless other
and additional safety precautions according the re-
quirements for ships carrying liquefied gases in bulk,
the GL Rules for Liquefied Gas Carriers (I-1-6) and
the requirements for ships carrying dangerous chemi-
cals in bulk, the GL Rules for Chemical Tankers (I-1-7)
apply.
2. Construction
2.1 Exterior boundaries of superstructures and
deckhouses enclosing accommodation and including
any overhanging decks which support such accommo-
dation shall be constructed of steel and insulated to
"A-60" standard for the whole of the portions which
face the cargo area and on the outward sides for a
distance of 3 m from the end boundary facing the
cargo area. In the case of the sides of those superstruc-
tures and deckhouses, such insulation shall be carried
up to the underside of the bridge deck.
2.2 Entrances, air inlets and openings to accom-
modation spaces, service spaces and control stations
shall not face the cargo area. They shall be located on
the end bulkhead not facing the cargo area and/or on
the outboard side of the superstructure or deckhouse at
a distance of at least 4 % of the length of the ship but
not less than 3 m from the end of the superstructure or
deckhouse facing the cargo area. This distance, how-
ever, need not exceed 5 m.
I - Part 6 Section 22 E Structural Fire Protection
GL 2012
In this area doors to those spaces not having access to
accommodation spaces, service spaces and control
stations, such as cargo control stations, provision
rooms, store-rooms and engine rooms may be permit-
ted provided that the boundaries of the spaces are
insulated to "A-60" standard.
Bolted plates for the removal of machinery may be
fitted within the limits of such areas.
Navigating bridge doors and wheelhouse windows
may be located within this area, so long as they are so
designed that a rapid and efficient gas and vapour
tightening of the navigating bridge can be ensured.
2.3 Windows and side scuttles facing the cargo
area and on the sides of the superstructures and deck-
houses within the limits specified in 2.2 shall be of the
fixed (non-opening) type 2.
Such windows and sidescuttles, except wheelhouse
windows, shall be constructed to "A-60" class stan-
dard and shall be of an approved type, except the "A-
0" class standard is acceptable for windows and side-
scuttles outside the limits specified in 2.1.
2.4 Skylights to cargo pump rooms shall be of
steel, shall not contain any glass and shall be capable
of being closed from outside the pump room.
2.5 Furthermore the requirements of the GL Rules
for Hull Structures (I-1-1), Section 24, A.4. are to be
observed.
3. Structure, bulkheads within accommoda-
tion and service spaces and details of con-
struction
For the application of the requirements of B.2., B.3.
and B.9. to tankers, only method IC as defined in
B.2.1.1 shall be used.
4. Fire integrity of bulkheads and decks
4.1 In lieu of B.4. and in addition to complying
with the specific provisions for fire integrity of bulk-
heads and decks mentioned elsewhere in this Section
the minimum fire integrity of bulkheads and decks
shall be as prescribed in Tables 22.7 and 22.8.
4.2 The following requirements shall govern
application of the Tables:
Tables 22.7 and 22.8 shall apply respectively to the
bulkhead and decks separating adjacent spaces.
4.3 For determining the appropriate fire integrity
standards to be applied to divisions between adjacent
spaces, such spaces are classified according to their
fire risk as shown in categories 1 to 10 below. Where
the contents and use of a space are such that there is a
doubt as to its classification for the purpose of this
Chapter 1
Page 22–37
regulation, or where it is possible to assign two or
more classifications to a space, it shall be treated as a
space within the relevant category having the most
stringent boundary requirements. Smaller, enclosed
rooms within a space that have less than 30 % com-
municating openings to that space are considered
separate spaces. The fire integrity of the boundary
bulkheads of such smaller rooms shall be as pre-
scribed in Tables 22.7 and 22.8. The title of each cate-
gory is intended to be typical rather than restrictive.
The number in parentheses preceding each category
refers to the applicable column or row in the Tables.
[1] Control stations
Spaces containing emergency sources of power
and lighting. Wheelhouse and chartroom. Spaces
containing the ship's radio equipment. Fire con-
trol stations. Control room for propulsion ma-
chinery when located outside the machinery
space. Spaces containing centralized fire alarm
equipment.
[2] Corridors
Corridors and lobbies.
[3] Accommodation spaces
Spaces used for public spaces, lavatories, cab-
ins, offices, hospitals, cinemas, games and hob-
bies rooms, barber shops, pantries containing no
cooking appliances and similar spaces.
[4] Stairways
Interior stairways, lifts, totally enclosed emer-
gency escape trunks and escalators (other than
those wholly contained within the machinery
spaces) and enclosures thereto.
In this connection, a stairway which is enclosed
only at one level shall be regarded as part of the
space from which it is not separated by a fire
door.
[5] Service spaces (low risk)
Lockers and store-rooms not having provisions
for the storage of flammable liquids and having
areas less than 4 m2 and drying rooms and laun-
dries.
[6] Machinery spaces of category A
Spaces and trunks to such spaces which contain:
internal combustion machinery used for main
propulsion; or
internal combustion machinery used for pur-
poses other than main propulsion where such
machinery has in the aggregate a total power
output of not less than 375 kW; or
any oil-fired boiler or oil fuel unit.
Chapter 1 Section 22 E Structural Fire Protection I - Part 6
Page 22–38 GL 2012

Table 22.7 Fire integrity of bulkheads separating adjacent spaces

Spaces [1] [2] [3] [4] [5] [6] [7] [8] [9] [10]

Control stations [1] A–03 A–0 A–60 A–0 A–15 A–60 A–15 A–60 A–60 6

Corridors [2] C B–0 B–0 B–0 A–60 A–0 A–60 A–0 6

A–01
Accommodation spaces [3] C B–0 B–0 A–60 A–0 A–60 A–0 6
A–01
Stairways [4] B–0 B–0 A–60 A–0 A–60 A–0 6
A–01 A–01
Service spaces (low risk) [5] C A–60 A–0 A–60 A–0 6

Machinery spaces of category A [6] 6 A–0 A–04 A–60 6

Other machinery spaces [7] A–02 A–0 A–0 6

Cargo pump rooms [8] 6 A–60 6

Service spaces (high risk) [9] A–02 6

Open decks [10] –

Notes to be applied to Tables 22.7 and 22.8, as appropriate
1 For clarification as to which applies, see D.3 and D.5
2 Where spaces are of the same numerical category and superscript 2 appears, a bulkhead or deck of the rating shown in the Tables in only
required when the adjacent spaces are for a different purpose, e.g. in category 9. A galley next to a galley does not require a bulkhead but
a galley next to a paint room requires an "A–0" bulkhead.
3 Bulkheads separating the wheelhouse, chartroom and radio room from each other may be"B-0" rating.
4 Bulkheads and decks between cargo pump rooms and machinery spaces of category. A may be penetrated by cargo pump shaft glands
and similar glanded penetrations, provided that gastight seals with efficient lubrication or other means of ensuring the permanence of the
gas seal are fitted in way of the bulkhead or deck.
5 Fire insulation need not be fitted if the machinery space in category 7 has little or no fire risk.
6 Where a 6 appears in the Tables, the division is required to be of steel or other equivalent material but is not required to be of "A" class
standard.

Table 22.8 Fire integrity of decks separating adjacent spaces

Space above
[1] [2] [3] [4] [5] [6] [7] [8] [9] [10]
Space below
Control stations [1] A–0 A–0 A–0 A–0 A–0 A–60 A–0 – A–0 6

Corridors [2] A–0 6 6 A–0 6 A–60 A–0 – A–0 6

Accommodation spaces [3] A–60 A–0 6 A–0 6 A–60 A–0 – A–0 6

Stairways [4] A–0 A–0 A–0 6 A–0 A–60 A–0 – A–0 6

Service space (low risk) [5] A–15 A–0 A–0 A–0 6 A–60 A–0 – A–0 6

Machinery spaces of category A [6] A–60 A–60 A–60 A–60 A–60 6 A–605 A–0 A–60 6

Other machinery spaces [7] A–15 A–0 A–0 A–0 A–0 A–0 6 A–0 A–0 6

Cargo pump rooms [8] – – – – – A–04 A–0 6 – 6

Service spaces (high risk) [9] A–60 A–0 A–0 A–0 A–0 A–60 A–0 – A–02 6

Open decks [10] 6 6 6 6 6 6 6 6 6 –

See notes under Table 22.7
I - Part 6 Section 22 F Structural Fire Protection
GL 2012
[7] Other machinery spaces
Spaces, other than machinery spaces of category
A, containing propulsion machinery, boilers, oil
fuel units, steam and internal combustion en-
gines, generators and major electrical machin-
ery, oil filling stations, refrigerating, stabilizing,
ventilation and air conditioning machinery, and
similar spaces, and trunks to such spaces. Elec-
trical equipment rooms (auto-telephone ex-
change and air-conditioning duct spaces).
[8] Cargo pump rooms
Spaces containing cargo pumps and entrances
and trunks to such spaces.
[9] Service spaces (high risk)
Galleys, pantries containing cooking appliances,
saunas, paint and lamp rooms, lockers and store-
rooms having areas of 4 m2 or more,
spaces for the storage of flammable liquids, and
workshops other than those forming part of the
machinery spaces.
[10] Open decks
Open deck spaces and enclosed promenades
having little or no fire risk. Air spaces (the space
outside superstructures and deckhouses).
4.4 Continuous "B" class ceilings or linings, in
association with the relevant decks or bulkheads, may
be accepted as contributing wholly or in part, to the
required insulation and integrity of a division.
4.5 External boundaries which are required in
B.1. to be of steel or other equivalent material may be
pierced for the fitting of windows and sidescuttles
provided that there is not requirement for such
boundaries to have "A" class integrity elsewhere in
these requirements. Similarly, in such boundaries
which are not required to have "A" class integrity,
doors may be of materials to meet the requirements of
their application.
4.6 Permanent approved gastight lighting enclo-
sures for illuminating cargo pump rooms may be per-
mitted in bulkheads and decks separating cargo pump
rooms and other spaces provided they are of adequate
Chapter 1
Page 22–39
strength and the integrity and gastightness of the bulk-
head or deck is maintained.
4.7 Construction and arrangement of saunas
See D.11.5.
F. Helicopter Decks
1. Helicopter decks shall be of a steel or steel
equivalent fire-resistant construction. If the space
below the helicopter deck forms the deckhead of a
deckhouse or superstructure, it shall be insulated to
"A-60" class standard.
2. For helicopter decks of aluminium or other
low melting metal construction the following provi-
sions shall be satisfied:
2.1 If the helicopter deck is cantilevered over the
side of the ship, after each fire on the ship or on the
helicopter deck, the helicopter deck shall undergo a
structural analysis to determine its suitability for fur-
ther use.
2.2 If the helicopter deck is located above the
ship's deckhouse or similar structure, the following
conditions shall be satisfied:
2.2.1 the deckhouse top and bulkheads under the
helicopter deck shall have no openings;
2.2.2 all windows under the helicopter deck shall
be provided with steel shutters;
2.2.3 the required fire-fighting equipment shall be
in accordance with the requirements of the GL Rules
for Machinery and Systems (I-6-2), Section 18.
2.2.4 after each fire on the helicopter deck or in
close proximity, the helicopter deck shall undergo a
structural analysis to determine its suitability for fur-
ther use.
3. A helicopter deck shall be provided with both
a main and an emergency means of escape and access
for fire fighting and rescue personnel. These shall be
located as far as apart from each other as is practicable
and preferably on opposite sides of the helicopter deck.
I - Part 6 Section 23 B Intact and Damage Stability
GL 2012
Section 23
Intact and Damage Stability
A. General
This section applies to every new decked offshore ser-
vice vessel of 24 m and over but not more than 100 m
in length. The intact and damage stability of an offshore
service vessel of more than 100 m in length should be
to the satisfaction of the Administration.
Provisions for offshore service vessels carrying more
than 12 industrial personnel are given in the Special
Purpose Ship Code, see Section 33.
B. Intact Stability
The intact stability of the offshore service vessels is to
comply with IMO 2008 IS Code respectively (the
Code). Special requirements to be applicable to off-
shore service vessels of 24 m and over but not more
than 100 m in length are given.
The intact stability of an offshore service vessel of
more than 100 m in length should be to the satisfac-
tion of the Administration.
1. General criteria
1.1 All criteria shall be applied for all conditions
of loading as set out in C.1.4.
1.2 Free surface effects (C.1.1) shall be ac-
counted for all conditions of loading as set out in
C.1.4.
1.3 Where anti-rolling devices are installed in a
ship, the Administration shall be satisfied that the
criteria can be maintained when the devices are in
operation and that failure of power supply or the fail-
ure of the device(s) will not result in the vessel being
unable to meet the relevant provisions of this Code.
1.4 A number of influences such as icing of top-
sides, water trapped on deck, etc., adversely affect
stability and the Administration is advised to take
these into account, so far as is deemed necessary.
1.5 Provisions shall be made for a safe margin of
stability at all stages of the voyage, regard being given
to additions of weight, such as those due absorption of
water and icing (details regarding ice accretion are
given in C.1.7 – Icing considerations) and to losses of
weight such as those due to consumption of fuel and
stores.
Chapter 1
Page 23–1
1.6 Each ship shall be provided with a stability
booklet, approved by the Administration, which con-
tains sufficient information (see C.1.6) to enable the
master to operate the ship in compliance with the
applicable requirements contained in the Code. If a
stability instrument is used as a supplement to the
stability booklet for purpose of determining compli-
ance with the relevant stability criteria such instrument
shall be subject to the approval by the Administration.
1.7 If curves or tables of minimum operational
metacentric height (GM) or maximum centre of grav-
ity (VCG) are used to ensure compliance with the
relevant intact stability criteria those limiting curves
shall extend over the full range of operational trims,
unless the Administration agrees that trim effects are
not significant. When curves or tables of minimum
operational metacentric height (GM) or maximum
centre of gravity (VCG) versus draught covering the
operational trims are not available, the master must
verify that the operating condition does not deviate
from a studied loading condition, or verify calculation
that the stability criteria are satisfied for this loading
condition taking into account trim effects.
1.8 Where a ship other than an offshore service
vessel, as defined in Section 1, is employed on a simi-
lar service, the Administration should determine the
extent to which compliance with the provisions of the
Code is required.
1.9 For vessels engaged in near-coastal voyages,
relaxations from the requirements of this section may
be permitted by the relevant Administration. It is of
the responsibility of the Administration to indicate
which set of criteria are to be fulfilled.
2. Precautions against capsizing
2.1 Access to the machinery space should, if
possible, be arranged within the forecastle. Any access
to the machinery space from the exposed cargo deck
should be provided with two weathertight closures.
Access to spaces below the exposed cargo deck should
preferably be from a position within or above the
superstructure deck.
2.2 The area of the freeing ports in the side bul-
warks on the cargo deck should at least meet the re-
quirements of Regulation 24 of the International Con-
vention on Load Lines, 1966. The disposition of the
freeing ports should be carefully considered to ensure
the most effective drainage of water trapped in pipe
deck cargoes or in recesses at the after end of the fore-
Chapter 1 Section 23 C Intact and Damage Stability
Page 23–2
castle. In vessels operating in areas where icing is
likely to occur, no shutters should be fitted in the free-
ing ports.
2.3 Special attention is to be given to the ade-
quate drainage of pipe stowage positions having re-
gard to the individual characteristics of the vessel.
However, the area provided for drainage of the pipe
stowage positions should be in excess of the required
freeing port area in the cargo deck bulwarks and
should not be fitted with shutters.
2.4 A vessel engaged in towing operations is to
be provided with means for quick release of the tow-
ing hawser. Anti rolling tanks in general must not be
used when anchor handling or towing.
2.5 The arrangement of cargo stowed on deck
should be such as to avoid any obstruction of the free-
ing ports or of the areas necessary for the drainage of
pipe stowage positions to the freeing ports.
2.6 A minimum freeboard at the stern of at least
0,005 L should be maintained in all operating condi-
tions.
3. Intact Stability criteria
3.1 Criteria regarding righting lever curve
properties
3.1.1 The area under the righting lever curve (GZ
curve) shall not be less than 0,055 metre-radians up to
ϕ = 30° angle of heel and not less than 0,09 metre-
radians up to ϕ = 40° or the angle of down-flooding ϕf
if this angle is less than 40°. Additional, the area under
the righting lever curve (GZ curve) between the angles
of heel of 30° and 40° or between 30° and ϕf , if this
angle is less than 40°, shall not be less than 0,03 me-
tre-radians.
3.1.2 The righting lever GZ shall be at least 0,2 m
at an angle of heel equal to or greater than 30°.
3.1.3 The maximum righting lever shall occur at an
angle of heel not less than 25°. If this is not practica-
ble, alternative criteria, based on an equivalent level of
safety, may be applied subject to the approval of the
Administration.
3.1.4 The initial metacentric height GM0 shall not
be less than 0,15 m.
3.1.5 Depending on the scope and area of operation
of the vessel it is recommended to apply a weather
criterion additionally.
3.2 Alternative criteria regarding the lever
curve properties
3.2.1 The following equivalent criteria may be
applied by the administration where a vessel's charac-
teristics render compliance with 3.1 impracticable:
I - Part 6
GL 2012
3.2.2 The area under the curve of righting levers
(GZ curve) should not be less than 0,070 metre-
radians up to an angle of 15° when the maximum
righting lever (GZ) occurs at 15° and 0,055 metre-
radians up to an angle of 30° when the maximum
righting lever (GZ) occurs at 30° or above. Where the
maximum righting lever (GZ) occurs at angles of
between 15° and 30°, the corresponding area under the
righting lever curve should be:
0,055 + 0,001 (30° - ϕmax) metre-radians;1
the area under the righting lever curve (GZ curve)
between the angles between the angles of heel of 30°
and 40°, or between 30° and ϕ, if this angle is less
than 40°, should be not less than 0,03 metre-radians;
3.2.3 The righting lever (GZ) should be at
least 0.20 m at an angle of heel equal to or greater
than 30°;
3.2.4 The maximum righting lever (GZ) should
occur at an angle of heel not less than 15°.
3.2.5 The initial transverse metacentric height
(GM,) should not be less than 0,15 m.
C. Stability Booklet
1. Guidance in preparing stability informa-
tion
1.1 Effect of free surfaces of liquids in tanks
1.1.1 For all loading conditions, the initial meta-
centric height and the righting lever curve should be
corrected for the effect of free surfaces of liquids in
tanks.
1.1.2 Free surface effects should be considered
whenever the filling level in a tank is less than 98 %
of full condition. Free surface effects need not be
considered where a tank is nominally full, i.e. filling
level is 98 % or above. Free surface effects for small
tanks may be ignored under condition specified in
1.1.12. But nominally full cargo tanks should be cor-
rected for free surface effects at 98 % filling level. In
doing so, the correction to initial metacentric height
should be based on the inertia moment of liquid sur-
face at 5° of heeling angle divided by displacement,
and the correction to righting lever is suggested to be
on the basis of real shifting moment of cargo liquids.
1.1.3 Tanks which are taken into consideration
when determining the free surface correction may be
in one of two categories:
––––––––––––––
1 ϕmax is the angle of heel in degrees at which the righting lever
curve reaches its maximum.
I - Part 6 Section 23 C Intact and Damage Stability
GL 2012
.1 tanks which filling levels fixed (e.g. liquid
cargo, water ballast). The free surface correc-
tion should be defined for the actual filling
level to be used in each tank; or
.2 tanks with filling levels variable (e.g. consum-
able liquids such as fuel oil, diesel oil and fresh
water, and also liquid cargo and water ballast
during liquid transfer operations). Except as
permitted in 1.1.5 and 1.1.6, the free surface
correction should be the maximum value at-
tainable between the filling limits envisaged for
each tank, consistent with any operating in-
structions.
1.1.4 In calculating the free surface effects in tanks
containing consumable liquids, it should be assumed
that for each type of liquid at least one transverse pair
a single centreline tank has a free surface and the tank
or combination of tanks taken into account should be
those where the effect of free surfaces is the greatest.
1.1.5 Where water ballast tanks, including anti-
rolling tanks and anti-heeling tanks, are to be filled or
discharged during the course of a voyage, the free
surface effects should be calculated to take account of
the most onerous transitory stage relating to such
operations.
1.1.6 For ships engaged in liquid transfer opera-
tions, the free surface corrections at any stage 2 of the
liquid transfer operations may be determined in accor-
dance with the filling level in each tank at that stage of
the transfer operation.
1.1.7 The corrections to the initial metacentric
height and to the righting lever curve should be ad-
dressed separately as follows.
1.1.8 In determining the correction to initial meta-
centric height, the transverse moment of inertia of the
tanks should be calculated at 0° angle of heel accord-
ing to the categories indicated in 1.1.3.
1.1.9 The righting lever curve may be corrected by
any of the following methods subject to the agreement
of the Administration:
.1 correction based on the actual moment of fluid
transfer for each angle of heel calculated; or
.2 correction based on the moment of inertia,
calculated at 0° angle of heel, modified at each
angle of heel calculated.
1.1.10 Corrections may be calculated according to
the categories indicated in 1.1.2.
––––––––––––––
2 A sufficient number of loading conditions representing the
initial, intermediate and final stages of the filling or discharge
operation using the free surface correction at the filling level in
each tank at the considered stage may be evaluated to fulfil this
recommendation.
Chapter 1
Page 23–3
1.1.11 Whichever method is selected for correcting
the righting lever curve, only that method should be
presented in the ship's stability booklet. However,
where an alternative method is described for use in
manually calculated loading conditions, an explana-
tion of the differences which may be found in the
results, as well as an example correction for each
alternative should be included.
1.1.12 Small tanks which satisfy the following con-
dition corresponding to an angle of inclination of 30°,
need not be included in the correction:
M fs
< 0.01m
Δ min
where:
Mfs = free surface moment [mt]
Δmin = minimum ship displacement calculated at
dmin [t]
dmin = minimum mean service draught of the ship
without cargo, with 10 % stores and mini-
mum water ballast, if required [m]
1.1.13 The usual remainder of liquids in empty tanks
need not be taken into account in calculating the cor-
rections, provided that the total of such residual liq-
uids does not constitute a significant free surface ef-
fect.
1.2 Permanent ballast
If used, permanent ballast should be located in accor-
dance with a plan approved by the Administration and
in a manner that prevents shifting of position. Perma-
nent ballast should not be removed from the ship or
relocated within the ship without the approval of the
Administration. Permanent ballast particulars should
be noted in the ship's stability booklet.
1.3 Assessment of compliance with stability
criteria
1.3.1 For assessment of compliance with stability
criteria in general, stability curves using the assump-
tions given in this section should be drawn for the
loading conditions intended by the owner in respect of
the ship's operations.
1.3.2 If the owner of the ship does not supply suffi-
cient detailed information regarding such loading
conditions, calculation should be made for the stan-
dard loading conditions.
1.4 Standard conditions of loading to be exam-
ined
1.4.1 Loading conditions
The standard loading conditions are defined as fol-
lows.
Chapter 1 Section 23 C Intact and Damage Stability
Page 23–4
1.4.1.1 For an offshore service vessel the standard
loading conditions should be as follows:
.1 Vessel in fully loaded departure condition with
cargo distributed below deck and with cargo
specified by position and weight on deck, with
full stores and fuel, corresponding to the worst
service condition in which all the relevant sta-
bility criteria are met;
.2 Vessel in fully loaded arrival condition with
cargo as specified in 1.4.1.1.1, but with 10 %
stores and fuel;
.3 vessel in ballast departure condition, without
cargo but full stores and fuel;
.4 vessel in ballast arrival condition, without cargo
and with 10 % stores and fuel remaining; and
.5 vessel in the worst anticipated operation condi-
tion. If the ship is equipped with towing gear,
realistic loading conditions under consideration
of the tow line forces have to be considered.
.6 if the ship is equipped with towing gear, com-
pliance with the stability criteria of section 27
is to be shown;
1.4.2 Assumptions for calculating loading condi-
tions
1.4.2.1 For offshore service vessels the assumptions
for calculating loading conditions should be as fol-
lows:
.1 if a vessel is fitted with cargo tanks, the fully
loaded conditions of 1.4.1.1.1 and 1.4.1.1.2
should be modified, assuming first the cargo
tanks full and then the cargo tanks empty;
.2 if in any loading condition water ballast is
necessary, additional diagrams should be calcu-
lated, taking into account the water ballast, the
quantity and disposition of which should be
stated in the stability information;
.3 in all cases when deck cargo is carried a realis-
tic stowage weight should be assumed and
stated in the stability information, including the
height of the cargo and its centre of gravity;
.4 where pipes are carried on deck, a quantity of
trapped water equal to a certain percentage of
the net volume of the pipe deck cargo should
be assumed in and around the pipes. The net
volume should be taken as the internal volume
of the pipes, plus the volume between the
pipes. The percentage should be 30 if the free-
board amidships is equal to or less than 0.015 L
and 10 if the freeboard amidships is equal to or
greater than 0.03 L. For intermediate values of
the freeboard amidships the percentage may be
obtained by linear interpolation. In assessing
the quantity of trapped water, positive or nega-
I - Part 6
GL 2012
tive sheer aft, actual trim and area of operation
can be taken into account; or
.5 if a vessel operates in zones where ice accre-
tion is likely to occur, allowance for icing
should be made in accordance with the provi-
sions of C.1.7 - Icing considerations.
6. where applicable, if the ship is equipped with
towing gear, realistic loading conditions shall
be included. The tow line forces have to be
considered.
1.5 Calculation of stability curves
1.5.1 General
1.5.1.1 Hydrostatic and stability curves should be
prepared for the trim range of operating loading condi-
tions taking into account the change in trim due to
heel (free trim hydrostatic calculation).
1.5.1.2 The calculation should take into account the
volume to the upper surface of the deck sheathing.
Furthermore, appendages and sea chest need to be
considered when calculating hydrostatics and cross
curves of stability. In the presence of port-starboard
asymmetry, the most unfavourable righting lever
curve should be used.
1.5.2 Superstructure, deckhouses, etc., which
may be taken into account
1.5.2.1 Enclosed superstructures complying with regu-
lation 3(10)(b) of the 1966 Load Line Convention and
1988 Protocol as amended may be taken into account.
1.5.2.2 Additional tiers of similar enclosed super-
structures may also be taken into account. As guidance
windows (plane and frame) that are considered with-
out deadlights in additional tiers above the second tier
if considered buoyant should be designed with
strength to sustain a safety margin 3 with regard to the
required strength of the surrounding structure 4.
1.5.2.3 Deckhouses on the freeboard deck may be
taken into account, provided that they comply with the
conditions for enclosed superstructures laid down in
regulation 3(10)(b) of the 1966 Load Line Convention
and 1988 Protocol relating thereto, as amended.
1.5.2.4 Where deckhouses comply with the above
conditions, except that no additional exit is provided
to a deck above, such deckhouse should not be taken
into account; however, any deck openings inside such
deckhouses should be considered as closed even
where no means of closure are provided.
1.5.2.5 Deckhouses, the doors of which do not com-
ply with the requirements of regulation 12 of the 1966
––––––––––––––
3 As a guidance for Administrations a safety margin of 30 %
should be applied.
4 IMO guidance for testing windows is to be developed.
I - Part 6 Section 23 C Intact and Damage Stability
GL 2012
Load Line Convention and 1988 Protocol as amended
should not be taken into account; however, any deck
openings inside the deckhouse are regarded as closed
where their means of closure comply with the re-
quirements of regulations 15, 17 or 18 of the 1966
Load Line Convention and 1988 Protocol as amended.
1.5.2.6 Deckhouses on decks above the freeboard
deck should not taken into account, but openings
within them may be regarded as closed.
1.5.2.7 In cases where the ship would sink due to
flooding through any openings, the stability curve
should be cut short at the corresponding angle of
flooding and the ship should be considered to have
entirely lost its stability.
1.5.2.8 Small openings such as those for passing
wires or chains, tackle and anchors, and also holes of
scuppers, discharge and sanitary pipes should not be
considered as open if they submerge at an angle of
inclination more than 30°. If they submerge at an
angle of 30° or less, these openings should be assumed
open if they are a source of significant flooding.
1.5.2.9 Trunks may be taken into account. Hatch-
ways may also be taken into account having regard to
the effectiveness of their closures.
1.6 Stability booklet
1.6.1 Stability data and associated plans should be
drawn up in the working language of the ship and any
other language the Administration may require. Refer-
ence is also made to the International Safety Manage-
ment (ISM) Code, adopted by the Organization by
resolution A.741(18). All translations of the stability
booklet should be approved.
1.6.2 Each ship should be provided with a stability
booklet, approved by the Administration, which con-
tains sufficient information to enable the master to
operate the ship in compliance with the applicable
requirements. The Administration may have additional
requirements. The stability booklet may include in-
formation on longitudinal strength.
1.6.3 The format of the stability and the informa-
tion included will vary dependent on the ship type and
operation. In developing the stability booklet, consid-
eration should be given to including the following
information:
.1 a general description of the ship;
.2 instructions on use of the booklet;
.3 general arrangement plans showing watertight
compartments, closure, vents, downflooding
angles, permanent ballast, allowable deck load-
ings and freeboard diagrams;
.4 hydrostatic curves or table and cross curves of
stability calculated on a free-trimming basis,
Chapter 1
Page 23–5
for the ranges of displacement and trim antici-
pated in normal operating conditions;
.5 capacity plan or tables showing capacities and
centres of gravity for each cargo stowage
space;
.6 tank sounding tables showing capacities, centre
of gravity, and free surface data for each tank;
.7 information on loading restrictions, such as
maximum KG or minimum GM curve or table
that can be used to determine compliance with
the applicable stability criteria (intact and dam-
age);
.8 standard operating conditions and examples for
developing other acceptable loading conditions
using the information contained in the stability
booklet;
.9 a brief description of the stability calculations
done including assumptions;
.10 general precautions for preventing uninten-
tional flooding;
.11 information concerning the use of any special
cross-flooding fittings with descriptions of
damage conditions which may require cross-
flooding;
.12 any other necessary guidance for the safe op-
eration of the ship under normal and emer-
gency conditions;
.13 a table of contents and index for each booklet;
.14 inclining test report for the ship, or:
.14.1 where the stability data is based on a
sister ship, the inclining test report of
that sister ship along with the light-
ship measurement report for the ship
in question; or
.14.2 where lightship particular are deter-
mined by other methods than from in-
clining of the ship or its sister, a
summer of the method used to deter-
mine those particulars;
.15 recommendation for determination of ship’s
stability by means of an in-service inclining
test.
.16 where applicable instructions related to the ship
when towing /pushing shall be included.
1.6.4 As an alternative to the stability booklet men-
tioned in 1.6.1, a simplified booklet in an approved
form containing sufficient information to enable the
master to operate the ship in compliance with the
applicable provisions of the Code as may be provided
at the discretion of the Administration concerned.
Chapter 1 Section 23 D Intact and Damage Stability
Page 23–6
1.7 Icing Considerations
1.7.1 General
1.7.1.1 For any ship operating in areas where ice
accretion is likely to occur, adversely affecting a ship's
stability, icing allowances should be included in the
analysis of conditions of loading.
1.7.1.2 National standards for icing where environ-
mental conditions are considered to warrant a higher
standard than those recommended in the following
sections, are to be applied. .
1.7.1.3 Allowance for ice accretion
For vessels operating in areas where ice accretion is
likely to occur, the following icing allowance should
be made in the stability calculations:
.1 30 kg per square metre on exposed weather
decks and gangways;
.2 7,5 kg per square metre for projected lateral
area of each side of the vessel above the water
plane;
.3 the projected lateral area of discontinuous sur-
faces of rail, sundry booms, spars (except
masts) and rigging of vessels having no sails
and the projected lateral area of other small ob-
jects should be computed by increasing the to-
tal projected area of continuous surfaces by 5 %
and the static moments of this area by 10 %.
Vessels intended for operation in areas where ice is
known to occur should be:
.4 designed to minimize the accretion of ice;
.5 designed to minimize the effects of the accre-
tion of ice like for example, no shutters should
be fitted in the freeing ports; and
.6 equipped with such means for removing ice as
the Administration may require; for example,
electrical and pneumatic devices, and/or special
tools such as axes or wooden clubs for remov-
ing ice from bulwarks, rails and erections
1.7.1.4 Guidance relating to ice accretion
In the application of the above standards the following
icing areas should apply:
.1 the area north of latitude 65° 30΄ N, between
longitude 28° W and the west coast of Iceland;
north of the north coast of Iceland; north of the
rhumb line running from latitude 66° N, longi-
tude 15° W to latitude 73° 30΄ N, longitude 15°
E, north of latitude 73° 30΄ N between longi-
tude 15° E and 35° E, and east of longitude 35°
E, as well as north of latitude 56° N in the Bal-
tic Sea;
I - Part 6
GL 2012
.2 the area north of latitude 43° N bounded in the
west by the North American coast and the east
by the rhumb line running from latitude 43° N,
longitude 48° W to latitude 63° N, longitude
28° W and thence along longitude 28° W;
.3 all sea areas north of the North American Con-
tinent, west of the areas defined in 1.7.1.4.1
and 1.7.1.4.2;
.4 the Bering and Okhotsk Seas and the Tartary
Strait during the icing season; and
.5 south of latitude 60° S.
For vessels operating in areas where ice accretion may
be expected:
.6 within the areas defined in .1, .3, .4 and .5
known to having icing conditions significantly
different from those described in 1.7.1.3, ice
accretion requirements of one half to twice the
required allowance may be applied; and
.7 within the area defined in .2, where ice accre-
tion in excess of twice the allowance required
by 1.7.1.3 may be expected, more severe re-
quirements than those given in 1.7.1.3 may be
applied.
General guidance relating to ice accreditation should
be given to the Captain in the form of instructions to
the Captain in the stability booklet section C.
D. Damage Stability
The damage stability of the offshore service vessels is
to comply with the MSC235(82).
The damage stability of an offshore service vessel of
more than 100 m in length should be to the satisfac-
tion of the Administration.
1. General
Taking into account, as initial conditions before flood-
ing, the standard loading conditions as referred to in
C.1.4 and the damage assumptions in 1.1, the vessel
should comply with the damage stability criteria as
specified in 1.2.
1.1 Damage assumptions
1.1.1 Damage should be assumed to occur any-
where in the vessel's length between transverse water-
tight bulkheads.
1.1.2 The assumed extent of damage should be as
follows:
.1 longitudinal extent: vessels with the length (L)
greater than 43 m, 3 m plus 3% of the vessel's
length. For those with length (L) not greater
than 43 m, 10% of the vessel's length,
I - Part 6 Section 23 D Intact and Damage Stability
GL 2012
.2 transverse extent: transverse extent of damage
should be assumed as 760 mm, measured in-
board from the side of the vessel perpendicu-
larly to the centreline at the level of the sum-
mer load waterline,
.3 vertical extent: from the underside of the cargo
deck, or the continuation thereof, for the full
depth of the vessel.
1.1.3 The transverse extent of damage should be
assumed as 760 mm, measured inboard from the side
of the vessel perpendicularly to the centreline at the
level of the summer load waterline.
1.1.4 A transverse watertight bulkhead extending
from the vessel's side to a distance inboard of 760 mm
or more at the level of the summer load line joining
longitudinal watertight bulkheads may be considered
as a transverse watertight bulkhead for the purpose of
the damage calculations.
1.1.5 If pipes, ducts or tunnels are situated within
the assumed extent of damage, arrangements should
be made to ensure that progressive flooding cannot
thereby extend to compartments other than those as-
sumed to be floodable for each case of damage.
1.1.6 If damage of a lesser extent than that speci-
fied in 1.1.2 and/or 1.1.3 results in a more severe con-
dition, such lesser extent should be assumed.
1.1.7 Where a transverse watertight bulkhead is
located within the transverse extent of assumed dam-
age and is stepped in way of a double bottom or side
tank by more than 3,05 m, the double bottom or side
tanks adjacent to the stepped portion of the transverse
watertight bulkhead should be considered as flooded
simultaneously.
1.1.8 Scantlings of tunnels, ducts, pipes, doors,
staircases, bulkheads and decks forming watertight
boundaries shall be adequate to withstand pressure
heights corresponding to the deepest equilibrium wa-
terline in damaged condition.
1.2 Damage stability criteria
1.2.1 The final waterline, taking into account sink-
age, heel and trim, should be below the lower edge of
any opening through which progressive flooding may
take place. Such openings should include air pipes and
those which are capable of being closed by means of
weathertight doors or hatch covers and may exclude
those openings closed by means of watertight manhole
covers and flush scuttles, small watertight cargo tank
hatch covers which maintain the high integrity of the
deck, remotely operated watertight sliding doors, and
sidescuttles of the non-opening type.
1.2.2 In the final stage of flooding, the angle of
heel due to unsymmetrical flooding should not exceed
15". This angle may be increased up to 17" if no deck
immersion occurs.
Chapter 1
Page 23–7
1.2.3 The stability in the final stage of flooding
should be investigated and may be regarded as suffi-
cient if the righting lever curve has at least a range of
20" beyond the position of equilibrium in association
with a maximum residual righting lever of at least 100
mm within this range. Unprotected openings should
not become immersed at an angle of heel within the
prescribed minimum range of residual stability unless
the space in question has been included as a floodable
space in calculations for damage stability. Within this
range, immersion of any of the openings referred to in
1.2.1 and any other openings capable of being closed
weathertight may be authorized.
1.2.4 The stability is to be sufficient during inter-
mediate stages of flooding.
1.3 Assumptions for calculating damage sta-
bility
1.3.1 Compliance with 1.2 should be confirmed by
calculations which take into consideration the design
characteristics of the vessel, the arrangements, con-
figuration and permeability of the damaged compart-
ments and the distribution, specific gravities and the
free surface effect of liquids.
1.3.2 The permeability of compartments assumed
to be damaged should be as follows:
Spaces Permeability
Appropriated to stores 60
Occupied by
95
accommodation
Occupied by machinery 85
Void spaces 95
Intended for dry cargo 95
The permeability of tanks should be consistent with
the amount of liquid carried, as shown in the loading
conditions specified in 1. The permeability of empty
tanks should be assumed to be not less than 95.
1.3.3 The free surface effect should be calculated at
an angle of heel of 5° for each individual compart-
ment or the effect of free liquid in a tank should be
calculated over the range of positive residual righting
arm, by assessing the shift of liquids by moment of
transference calculations.
1.3.4 Free surface for each type of consumable
liquid should be assumed for at least one transverse
pair of tanks or a single centreline tank. The tank or
tanks to be taken into account should be those where
the effect of free surface is the greatest.
1.3.5 Information on loading restrictions, such as
maximum KG or minimum GM curve or table that can
be used to determine compliance with the applicable
stability criteria shall be included in the stability book-
let (see C.1.6.3.7)
Chapter 1 Section 23 D Intact and Damage Stability I - Part 6
Page 23–8 GL 2012

1.4 Documents for approval – damage stability calculation according to MSC

The following documents are to be submitted
– drawings showing the external openings and the
closing devices thereof
– drawings showing the watertight subdivision as
well as internal openings and closing devices
thereof
235(82).
– damage control plan and damage control booklet
containing all data essential for maintaining the
survival capacity
– stability information according to this Section
I - Part 6 Section 24 C Special Requirements for In-Water Surveys
GL 2012
Section 24
Special Requirements for In-Water Surveys
A. General
Ships intended to be assigned the Class Notation IW (In-
Water Survey) shall comply with the requirements of
this Section enabling them to undergo in-water surveys.
B. Special Arrangements for In-Water Surveys
1. The ship's underwater body is to be protected
against corrosion by an appropriate corrosion protec-
tion system which consists of a coating system in
combination with cathodic protection.
The coating system without antifouling shall have a
minimum dry film thickness of 250 µm, shall be com-
patible with the cathodic protection and shall be ap-
propriate for mechanical underwater cleaning. The
cathodic protection system has to be designed for at
least one docking period.
2. The ship's underwater body is to be provided
with fixed markings and unmistakable inscriptions
such as to enable the diver to determine his respective
position. For this purpose the corners of tanks in the
cargo hold area, and the location of the centre line and
transverse bulkheads every 3 – 4 m, are to be marked.
3. Sea chests shall be capable of being cleaned
under water, where necessary. To this effect the clo-
sures of the strainers are to be designed such that they
may be opened and closed in an operationally safe
manner by the diver. In general the clearance of access
openings should not be less than 900 × 600 mm.
4. Clearances of the rudder and shaft bearings
shall be capable of being measured with the ship afloat
in every trim condition. If within the scope of sched-
uled periodical surveys drydockings are to be per-
formed at intervals of 2,5 years or less, the installation
of special underwater measuring equipment may be
dispensed with. Inspection ports are to have a clear-
ance of at least 200 mm under consideration of acces-
sibility of measuring points.
5. It shall be possible to present proof of tight-
ness of the stern tube, in case of oil lubrication, by
static pressure loading.
Chapter 1
Page 24–1
6. Liners of rudder stocks and pintles as well as
bushes in rudders are to be marked such that the diver
will notice any shifting or turning.
7. For other equipment, such as bow thrusters
the requirements will be specially considered taking
into account their design.
8. In case of existing ships below 100 m in
length the requirements specified in paragraphs 3., 4.
and 6. may be dispensed with.
C. Documents for Approval, Trials
1. In addition to the approval documents listed
in Section 1, F. drawings and, where necessary in-
struction manuals, documenting the arrangements
specified in B. are to be submitted.
2. Prior to commissioning of the vessel the
equipment is to be surveyed and subjected to trials in
accordance with the Surveyor's.
3. A remark in the IW Manual should be im-
plemented that the diver or repair company have to
provide relevant tools to grant a safe working condi-
tion on the vessel similar to docking condition.
4. For facilitating the performance of surveys,
detailed instructions are to be kept aboard as guidance
for the diver. These instructions should include details,
such as:
– complete colour photograph documentation of
all essential details of the underwater body,
starting from the newbuilding condition
– plan of the underwater body showing the loca-
tion and kind of inscriptions applied
– instructions regarding measures to be taken by
the crew for ensuring risk-free diving operations
– description of measuring method for determina-
tion of rudder and shaft clearances
– additional instructions, where required, depend-
ing on structural characteristics
– coating specification, cathodic protection, see
Section 25, G.2.
I - Part 6 Section 25 D Corrosion Protection
GL 2012
Section 25
Corrosion Protection
A. General Instructions
1. Field of application
1.1 This Section deals with the corrosion protec-
tion measures specified by GL. Details of the docu-
mentation necessary for setting up the corrosion pro-
tection system are laid down herein (planning, execu-
tion, supervision).
1.2 Corrosion protection for other kinds of mate-
rial, e.g. aluminium, is to be agreed separately in con-
sultation with GL.
1.3 Requirements with respect to the contractors
executing the work and the quality control are subject
to the conditions laid down in Section 1, L.1.1 and 1.2.
1.4 Any restrictions which may be in force con-
cerning the applicability of certain corrosion protection
systems for special types of ships have to be observed.
GL is to be consulted when clarifying such issues.
1.5 Supplementary to this Section, the GL Guide-
lines for Corrosion Protection and Coating Systems
(VI-10-2) contain further comments and recommenda-
tions for the selection of suitable corrosion protection
systems, as well as their professional planning and
execution1.
B. Shop Primers
1. General
1.1 Shop primers are used to provide protection
for the steel parts during storage, transport and work
processes in the manufacturing company until such time
as further surface preparation is carried out and the sub-
sequent coatings for corrosion protection are applied.
1.2 Customarily, coatings with a thickness of
15 µm to 20 µm are applied.
Under normal yard conditions, this should provide
corrosion protection for a period of approx. 6 months.
1.3 The coating shall be of good resistance to
withstand the mechanical stresses incurred during the
subsequent working of the steel material in the ship-
building process.
––––––––––––––
1 In addition, GL also offers advisory services for general ques-
tions concerning corrosion and corrosion protection.
Chapter 1
Page 25–1
1.4 Flame-cutting and welding speed are not to
be unduly impaired. It shall be ensured that welding
with all welding processes customary in the building
of ships can be conducted without impermissibly
impairing the quality of the weld seam, see the GL
Rules for General Requirements, Proof of Qualifica-
tions, Approvals (II-3-1), Section 6.
1.5 Due to the possible strain to the system pre-
sented by cathodic protection, seawater and chemicals,
only shop primers are to be used which are alkali-fast
and not hydrolyzable.
1.6 The suitability and compatibility of shop prim-
er for use in the corrosion protection system is to be
guaranteed by the manufacturer of the coating materials.
2. Approvals
Only those overweldable shop primers may be used
for which the Society has issued a confirmation of
acceptability based on a porosity test in accordance
with the GL Rules for General Requirements, Proof of
Qualifications, Approvals (II-3-1), Section 6.
For the use of shop primers in combination with coating
systems in ballast water tanks the GL Rules for Coating
of Ballast Water Tanks (VI-10-1) shall further be ob-
served.
C. Hollow Spaces
1. General
Hollow spaces, such as those in closed box girders,
tube supports and the like, which can either be shown
to be air tight or are accepted as such from normal
shipbuilding experience, need not have their internal
surfaces protected. During assembling, however, such
hollow spaces have to be kept clean and dry.
D. Combination of Materials
1. General
1.1 Preventive measures are to be taken to avoid
contact corrosion associated with the combination of
dissimilar metals with different potentials in an elec-
trolyte solution, such as seawater.
1.2 In addition to selecting appropriate materials,
steps such as suitable insulation, an effective coating
and the application of cathodic protection can be taken
in order to prevent contact corrosion.
Chapter 1 Section 25 G Corrosion Protection
Page 25–2
E. Fitting-Out and Berthing Periods
1. General
1.1 For protection against corrosion arising from
stray currents, such as those occurring due to inappro-
priate direct-current electrical supply to the ship for
welding or mains lighting, as well as those arising
from direct-current supplies to other facilities (e.g.
shore cranes) and neighbouring ships, the provision of
(even additional) cathodic protection by means of
sacrificial anodes is not suitable.
1.2 Steps are to be taken to prevent the formation
of stray currents, and suitable electric drainage is to be
provided.
1.3 Particularly in the event of lengthy fitting-out
periods, welding rectifiers are to be so arranged that
stray currents can be eliminated.
F. Corrosion Protection of Ballast Water
Tanks
The GL Rules for Coating of Ballast Water Tanks (VI-
10-1) are applicable.
G. Corrosion Protection of the Underwater
Hull
1. General
1.1 Vessels intended to be assigned the Class
Notation IW (In-Water Survey) shall provide a suit-
able corrosion protection system for the underwater
hull, consisting of coating and cathodic protection.
1.2 Coatings based on epoxy, polyurethane and
polyvinyl chloride are considered suitable.
1.3 The coating manufacturer’s instructions with
regard to surface preparation as well as application
conditions and processing shall be observed.
1.4 The coating system, without antifouling, shall
have a minimum dry film thickness of 250 μm on the
complete surface, shall be compatible to cathodic
protection in accordance with recognized standards,
and shall be suitable for being cleaned underwater by
mechanical means.
1.5 The cathodic protection can be provided by
means of sacrificial anodes, or by impressed current
systems. Under normal conditions for steel, a protec-
tion current density of at least 10 mA/m2 is to be en-
sured.
I - Part 6
GL 2012
1.6 In the case of impressed current systems,
overprotection due to inadequately low potential is to
be avoided. A screen (dielectric shield) is to be pro-
vided in the immediate vicinity of the impressed-
current anodes.
1.7 Cathodic protection by means of sacrificial
anodes is to be designed for one dry-docking period.
1.8 For further instructions refer to the GL Guide-
lines for Corrosion Protection and Coating Systems
(VI-10-2), Section 7.
1.9 In the case of other materials, such as alumin-
ium for instance, special conditions are to be agreed
with GL.
2. Documentation
2.1 The coating plan and the design data for the
cathodic protection are to be submitted for examina-
tion.
2.2 In the case of impressed current systems, the
following details shall also be submitted:
– arrangement of the ICCP system
– location and constructional integration (e.g. by a
cofferdam) of the anodes in the vessel's shell
– descriptions of how all appendages, e.g. rudder,
propeller and shafts, are incorporated into the
cathodic protection
– electrical supply and electrical distribution sys-
tem
– design of the dielectric shield
2.3 The work processes involved in setting up the
coating system as well as the coating materials to be
used shall be laid down in the coating plan.
2.4 A coating protocol is to be compiled in such a
way that details of all the work processes executed,
including the surface preparation as well as the coat-
ing materials used, are recorded.
2.5 This documentation is to be compiled by the
coating manufacturer and/or the contractor executing
the work and/or the yard. An inspection plan shall be
agreed to between the parties involved. The papers
pertaining to the documentation have to be signed by
these parties. On completion of the coating system, the
signed papers constituting the documentation are to be
handed to the surveyor for approval.
2.6 In the case of impressed current systems, the
functionability of the cathodic corrosion protection is
to be tested during sea trials. The values obtained for
the protection current and voltage shall be recorded.
I - Part 6 Section 26 A Service Vessels for Carrying Hazardous and Noxious Liquid
GL 2012 Substances in Bulk
Section 26
Service Vessels for Carrying Hazardous and Noxious Liquid Substances in
Bulk
A. General
1. Application
1.1 The requirements of Sections 1 - 23 and 25
apply to Offshore Service Vessels for Carrying Haz-
ardous and Noxious Liquid Substances in Bulk
(HNLS) unless otherwise mentioned in this Section.
The requirements of the GL Rules for Chemical Tank-
ers (I-1-7) and for Liquefied Gas Carriers (I-1-6) have
to be considered as applicable.
1.2 The Rules of this Section incorporate the
IMO-Resolution A.673 (16) "Guidelines for the
Transport and Handling of Limited Amounts of Haz-
ardous and Noxious Liquid Substances in Bulk in
Offshore Support Vessels" as amended.
1.3 The Rules of this Section apply to the design
and construction of offshore service vessels regardless
of size or voyage which transport limited quantities
of hazardous and noxious liquid substances in bulk
identified in D. for the servicing and resupplying of
offshore platforms, mobile offshore drilling units and
other offshore installations, including those employed
in the search for and recovery of hydrocarbons from
the sea-bed.
1.4 For the purpose of the Rules of this Section
limited quantities means that the aggregate quantity of
bulk liquids identified in 2.1 that is carried is any
amount not exceeding a maximum which is the lesser
of 800 m3 or a volume in cubic metres equal to 40 % of
the vessel's deadweight calculated at a cargo density of
1,0. For ships such as well-stimulation vessels, the
carriage of more than the maximum amount specified
above may be permitted.
1.5 For other ships carriage of more than the
relevant maximum amount specified in 1.4 may be
permitted provided that the survival capability re-
quirements of the GL Rules for Chemical Tankers (I-
1-7), Sections 1 and 4 or the Rules for Liquefied Gas
Carriers (I-1-6), Section 2 are complied with.
2. Products
2.1 Products which may be carried subject to the
Guidelines (see 1.2) are:
.1 those hazardous and noxious liquids listed in
D. and those other products which may be as-
signed to D. based on the following criteria:
Chapter 1
Page 26–1
.1.1 products which for safety reasons may be as-
signed for carriage on a type 3 ship and which
are not required to meet the requirements for
toxic products in the GL Rules for Chemical
Tankers (I-1-7), Section 15.12,
.1.2 noxious liquid substances which would be
permitted for carriage on a type 3 ship;
2.2 flammable liquids.
2.3 Additives which are considered to fall outside
the scope of products in .1 above may be carried in
limited amounts in accordance with special require-
ments, e.g. the aggregate amount of such additives
which may be transported is not to exceed 10 % of the
vessel's maximum authorized quantity of products
subject to these requirements. An individual tank shall
contain not more than 10 m³ of these additives. The
discharge of these additives into the sea from offshore
service vessels is prohibited.
2.4 Carriage of products not listed in D. may be
undertaken only in accordance with suitable preliminary
carriage conditions prescribed by the Administration.
3. Definitions
Unless expressly provided otherwise in this Section,
the definitions contained in the GL Rules for Chemi-
cal Tankers (I-1-7), Sections 1 and 4 apply.
3.1 A Type 3 ship is a chemical tanker intended
to transport products defined in the GL Rules for
Chemical Tankers (I-1-7), Section 17 with sufficiently
severe environmental and safety hazards which re-
quire a moderate degree of containment to increase
survival capability in a damaged condition.
3.2 Cargo area is that part of the offshore ser-
vice vessel where cargo and cargo vapours are likely
to be present and includes cargo tanks, cargo pump
rooms, hold spaces in which independent tanks are
located, cofferdams surrounding integral tanks and the
following deck areas:
.1 within 3 m of a cargo tank installed on deck;
.2 within 3 m of a cargo tank outlet in case of
independent tanks installed below deck;
.3 within 3 m of a cargo tank outlet in case of
integral tanks installed below deck and sepa-
rated from the weather deck by a cofferdam;
Chapter 1 Section 26 C Service Vessels for Carrying Hazardous and Noxious Liquid
Page 26–2 Substances in Bulk
.4 the deck area above an integral tank without an
overlaying cofferdam plus the deck area ex-
tending transversally and longitudinally for a
distance of 3 m beyond each side of the tank;
.5 within 3 m of any cargo liquid or vapour pipe,
flange, cargo valve, gas or vapour outlet, or en-
trance or ventilation opening to a cargo pump
room.
3.3 Deadweight means the difference in [t] be-
tween the displacement of an offshore service vessel
in water of a density of 1,025 at the load waterline
corresponding to the assigned summer freeboard and
the lightweight of the ship.
3.4 Lightweight means the displacement of an
offshore service vessel in [t] without cargo, fuel, lu-
brication oil, ballast water, fresh water and feed water
in tanks, consumable stores, and passengers and crew
and their effects.
3.5 Hazardous substance is any substance either
listed in the GL Rules for Chemical Tankers (I-1-7),
Section 17 or having a hazard more severe than one of
the minimum hazard criteria given in criteria for hazard
evaluation of bulk chemicals as approved by the IMO.
3.6 Pollution hazard only substance means a
substance having an entry only of "P" in column d in
the GL Rules for Chemical Tankers (I-1-7), Section 17.
3.7 Safety hazard substance means a substance
having an entry of "S" or "SP" in column d in the GL
Rules for Chemical Tankers (I-1-7), Section 17.
3.8 Flammable liquid is any liquid having a
flashpoint not exceeding 60 °C (closed cup test).
4. Character of Classification, Surveys and
Certification
4.1 Service vessels for carrying hazardous and
noxious liquid substances, built and equipped in com-
pliance with the requirements of this section, may be
given the class notation HNLS (Hazardous and Nox-
ious Liquid Substances). Ships built for class notation
HNLS are also to comply with requirements for Class
Notation OFFSHORE SERVICE VESSEL.
4.2 The provisions concerning surveys for class
maintenance and survey and certification according to
IBC-Code stipulated in the GL Rules for Classification
and Surveys (I-0), Section 4, C. apply as relevant.
5. Documentation
5.1 In addition to plans and particulars required
by Section 1, F., details related to the additional class
regarding design, arrangement, and strength are, in
general, to be included in the plans submitted for ap-
proval of main class. A general arrangement shall be
submitted for approval, giving locations of the follow-
ing items:
I - Part 6
GL 2012
 hazardous area,
 cargo tanks with adjacent coffer dams,
 cargo hatches and other openings to cargo tanks,
 doors, hatches, and other openings to pump
rooms and other hazardous spaces,
 ventilating pipes and openings to pump rooms
and other hazardous spaces,
 doors, air locks, hatches hinged scuttles that can
be opened, and other openings to non-hazardous
spaces adjacent to the cargo area,
 cargo pipes over the deck with loading and dis-
charge connections,
 venting pipes for cargo tanks.
B. Stability and Cargo Tank Location
1. Stability
1.1 Offshore service vessels built in accordance
with these requirements are to be designed to meet the
requirements for intact stability and for subdivision
and damage stability contained in the "Guidelines for
the Design and Construction of Offshore Supply Ves-
sels" (IMO-Resolution MSC.235(82)).
1.2 Vessels which are permitted to carry more
than the "limited quantities" specified in A.1.4 are to
be designed to meet the requirements for intact stabil-
ity and for subdivision and damage stability contained
in Section 23. Divergent to Section 23, D.1.1.1 the
damage should be assumed to occur anywhere in the
ship's length at any transverse watertight bulkhead.
2. Cargo tank location
Cargo tanks containing products subject to the provi-
sions of this Section are to be located at least 760 mm
measured inboard from the side of the vessel perpen-
dicular to the centreline at the level of the summer
load waterline.
C. Ship Design
1. Cargo segregation
Requirements regarding piping arrangements, pumps,
vents and other mechanical equipment are defined in
GL Rules for Machinery and Systems (I-6-2), Section
12 and have to be considered in addition to the follow-
ing requirements.
1.1 Tanks containing cargo or residues of cargo
subject to the provisions of these requirements are to
be segregated from machinery spaces, propeller shaft
tunnels, if fitted, dry cargo spaces, accommodation
I - Part 6 Section 26 C Service Vessels for Carrying Hazardous and Noxious Liquid
GL 2012 Substances in Bulk
and service spaces and from drinking water and stores
for human consumption, by means of a cofferdam,
void space, cargo pump room, empty tank, oil fuel
tank, or other similar space. On-deck stowage of inde-
pendent tanks or installing independent tanks in oth-
erwise empty hold spaces are to be considered as
satisfying this requirement.
1.2 Cargoes which react in a hazardous manner
with other cargoes or oil fuels are to:
.1 be segregated from such other cargoes or oil
fuels by means of a cofferdam, void space,
cargo pump room, pump room, empty tank, or
tank containing a mutually compatible cargo;
.2 have separate pumping and piping systems
which are not to pass through other cargo tanks
containing such cargoes, unless encased in a
tunnel; and
.3 have separate tank venting systems.
1.3 Where not bounded by bottom shell plating,
fuel oil tanks, a cargo pump room or a pump room,
integral cargo tanks are to be surrounded by coffer-
dams. Tanks for other purposes (except fresh water
and lubricating oils) may be accepted as cofferdams
for these tanks.
1.4 For access to all spaces, the minimum spac-
ing between cargo tank boundaries and adjacent ship's
structures is to be 600 mm.
1.5 Cargo tanks may extend to the deck plating,
provided dry cargo is not handled in that area. Where
dry cargo is handled on the deck area above a cargo
tank, the cargo tank is not to extend to the deck plating
unless a continuous, permanent deck sheathing of
wood or other suitable material of appropriate thick-
ness and construction is fitted.
1.6 Cargoes subject to this Section are not per-
mitted to be carried in either the fore or aft peak tanks.
1.7 For pollution hazard only substances having a
flashpoint above 60 °C (closed cup test) the arrange-
ments referred to in 1.1 may be waived provided that
the segregation requirements for accommodation
spaces, drinking water and stores for human consump-
tion are observed. Additionally, 1.3 and 1.4 need not
be applied.
2. Accommodation, service and machinery
spaces and control stations
2.1 Accommodation or service spaces, or control
stations are not to be located within the cargo area.
2.2 Unless they are spaced at least 7 m away
from the cargo area containing flammable products,
entrances, air inlets or outlets and openings to accom-
modation, service and machinery spaces and control
Chapter 1
Page 26–3
stations shall not face the cargo area. Doors to spaces
not having access to accommodation, service and
machinery spaces and control stations, such as cargo
control stations and store rooms, may be permitted
within the 7 m zone specified above, provided the
boundaries of the spaces are insulated to A-60 stan-
dard. When arranged within the 7 m zone specified
above, windows and sidescuttles facing the cargo area
are to be of a fixed type. Such sidescuttles in the first
tier on the main deck are to be fitted which inside
covers of steel or equivalent material.
2.3 In order to guard against the danger of haz-
ardous vapours, due consideration is to be given to the
location of air intakes or outlets and openings into
accommodation, service and machinery spaces and
control stations in relation to cargo piping and cargo
vent systems.
2.4 For pollution hazard only substances having a
flashpoint above 60 °C, the arrangements referred to
in 2.1 to 2.3 may be waived.
3. Access to Spaces in the Cargo Area
Access to cofferdams, ballast tanks, cargo tanks and
other spaces in the cargo area shall be direct from the
open deck and such as to ensure their complete inspec-
tion. Access to double bottom spaces may be through
a cargo pump-room, pump-room, deep cofferdam,
pipe tunnel or similar compartments, subject to con-
sideration of ventilation aspects.
3.1 To take care of restrictions in the movement
of personnel and to limit the time needed for a possi-
ble emergency escape, two separate means of access
are to be provided in double bottom tanks and similar
spaces where obstructions impede movement. The two
accesses are to be as widely separated as practicable.
The provision of only one access may be approved in
special circumstances if the ability to readily trans-
verse the space or to remove an injured person can be
proved to the satisfaction of the Administration.
Although fuel oil tanks are not included in the defini-
tion of "cargo area" where such tanks are adjacent to
cargo tanks the requirements of 4. are applicable.
3.2 For access through horizontal openings,
hatches or manholes, the dimensions shall be suffi-
cient to allow a person wearing a self-contained air
breathing apparatus and protective equipment to as-
cend or descend any ladder without obstruction and
also to provide a clear opening to facilitate the hoist-
ing of an injured person from the bottom of the space.
The minimum clear opening shall be not less than
600 mm by 600 mm.
3.3 For access through vertical openings, or
manholes providing passage through the length and
breadth of the space, the minimum clear opening shall
be not less than 600 mm by 800 mm at a height of not
Chapter 1 Section 26 C Service Vessels for Carrying Hazardous and Noxious Liquid
Page 26–4 Substances in Bulk
more than 600 mm from the bottom shell plating
unless gratings or other footholds are provided.
3.3.1 For the purpose of subparagraph 3.2 and 3.3
the following applies:
.1 The term "minimum clear opening of not less
than 600 × 600 mm" means that such openings
may have corner radii up to 100 mm maximum.
.2 The term "minimum clear opening of not less
than 600 × 800 mm" includes also an opening
of the following size:
0
30
800
300
600
3.4 Smaller dimensions may be approved by the
Administration in special circumstances, if the ability
to transverse such openings or to remove an injured
person can be proved to the satisfaction of the Ad-
ministration.
4. Cargo tank construction
4.1 Cargo tanks should be at least of the type re-
quired for the cargo by the GL Rules for Chemical
Tankers (I-1-7), Section 17 or the Rules for Liquefied
Gas Carriers (I-1-6), Section 19 as applicable.
4.2 Instead of the use of permanently attached
deck-tanks, portable tanks meeting the requirements of
the International Maritime Dangerous Goods (IMDG)
Code or other portable tanks specifically approved by
the Administration may be used for cargoes indicated
in paragraph A.2.3 provided that the tanks are prop-
erly located and secured to the vessel.
4.3 Except for the tank connections to cargo
pump rooms, all tank openings and connections to the
tank are to terminate above the weather deck and are
to be located in the tops of the tanks. Where coffer-
dams are provided over integral tanks, small trunks
may be used to penetrate the cofferdam.
4.4 The greater of the following design pressures
(gauge) are to be used for determining scantlings of
independent pressure tanks:
I - Part 6
GL 2012
.1 0,07 MPa;
.2 the vapour pressure of the cargo at 45 °C;
.3 the vapour pressure of the cargo at 15 °C above
the temperature at which it is normally carried,
or
.4 the pressure which occurs in the tank during
the loading or unloading.
The design of the tanks are to comply with standards
acceptable to the Society taking into account the carriage
temperature and relative density of cargo. Due consid-
eration is also to be given to dynamic forces and any
vacuum pressure to which the tanks may be subjected.
4.5 Integral and independent gravity tanks are to
be constructed and tested in accordance with accept-
able standards (e.g. GL Rules for Chemical Tankers
(I-1-7), Section 4) taking into account the carriage
temperature and relative density of cargo.
4.6 For pollution hazard only substances having a
flashpoint above 60 °C, the requirements of 4.3 need
not be applied.
5. Materials of construction
Materials of construction for tanks, piping, fittings and
pumps should be in accordance with the GL Rules for
Chemical Tankers (I-1-7), Section 6, or the Rules for
Liquefied Gas Carriers (I-1-6), Section 6, as applicable.
6. Fire-fighting requirements
6.1 For the carriage of flammable liquids identi-
fied in D., the requirements for tankers in Chapter II-2
of the 1974 SOLAS Convention apply irrespective of
tonnage, including vessels of less than 500 tons gross
tonnage, except that:
6.1.1 SOLAS II-2 Regulation 4.5.1.1 (i.e., posi-
tioning of machinery spaces aft of cargo tanks, slop
tanks, cargo pump rooms and cofferdams), Regulation
4.5.1.2 (i.e., the requirements for location of the main
cargo control station), Regulations 4.5.1.4 and 4.5.2.1
to 4.5.2.3 need not apply.
Additionally, SOLAS II-2 Regulation 9.2.4.2.5 need
not apply provided that the exterior boundaries of
superstructures and deckhouses enclosing accommo-
dation and including any overhanging decks which
support such accommodation are spaced at least 7 m
away from the cargo area. The insulation of such
boundaries is however to be to the satisfaction of GL.
6.1.2 with regard to SOLAS II-2 Regulation
9.2.4.1, the use of a method other than IC as defined in
Regulation 9.2.3.1.1.1 may be permitted where consid-
ered appropriate;
6.1.3 the requirements of SOLAS II-2 Regulation
9.2.3 may be applied in lieu of those in Regulation
9.2.4.2, where considered appropriate;
I - Part 6 Section 26 D Service Vessels for Carrying Hazardous and Noxious Liquid
GL 2012 Substances in Bulk
6.2 With respect to machinery and systems addi-
tional requirements defined in the GL Rules for Ma-
chinery and Systems (I-6-2), Section 12, C. have to be
considered.
6.3 For vessels which carry only liquids identi-
fied as non-flammable in D., the fire-fighting require-
ments are to be to the satisfaction of the Society.
7. Acid spill protection
7.1 Floors or decks under acid storage tanks and
pumps and piping for acid are to have a lining or coat-
ing of corrosion-resistant material extending up to a
minimum height of 500 mm on the bounding bulkheads
or coamings. Hatches or other openings in such floors
or decks are to be raised to a minimum height of 500
mm; however, where it is determined that this height is
not practicable a lesser height may be permitted.
7.2 Drip trays of corrosion-resistant material are
to be provided under loading manifolds for acids.
7.3 Spaces for acid storage tanks and acid pump-
ing and piping are to be provided with drainage ar-
rangements of corrosion-resistant materials.
7.4 Deck spills are to be kept away from accom-
modation and service areas by means of a permanent
coaming. The height of coaming shall be approxi-
mately 150 mm, however, nowhere less than 50 mm
above upper edge of sheer strake.
Chapter 1
Page 26–5
8. Special requirements - General
The special requirements for the cargo as referred to in
the GL Rules for Chemical Tankers (I-1-7), Section 17
or Liquefied Gas Carriers (I-1-6), Section 19, are
applicable.
9. Special requirements for the carriage of
liquefied gases
9.1 Drip trays resistant to cryogenic temperatures
are to be provided at manifolds transferring liquefied
gases or at other flanged connections in the liquefied
gas system.
9.2 For the carriage of liquid nitrogen the re-
quirements of the GL Rules for Liquefied Gas Carriers
(I-1-6), Section 17.19 apply.
9.3 For the construction of cargo tanks and cargo
piping systems for liquefied nitrogen and liquid car-
bon dioxide the provisions of the GL Rules for Lique-
fied Gas Carriers (I-1-6) apply as applicable.
D. Permitted Cargoes
Permitted cargoes are defined by IMO Resolution
MSC.236(82) (see GL Rules for Machinery and Sys-
tems (I-6-2), Section 12, H.).
I - Part 6 Section 27 B Anchor Handling and Towing Ships
GL 2012
Section 27
Anchor Handling and Towing Ships
A. General
1. The requirements of Sections 1 - 23 and 25
apply to the class notation Anchor Handling (AH),
Towing (TOW), and Equipped for Towing (TVS)
unless otherwise mentioned in this Section.
2. Offshore Service Vessels specially designed,
built, and equipped for handling anchors of a floating
offshore installation, in compliance with the require-
ments of this section, may be given the Class Notation
AH (equipped for anchor handling).
3. Offshore Service Vessels specially designed,
built, and equipped for towing operations other than
anchor handling, in compliance with the requirements
of this section, may be given the Class Notation TOW
(equipped for towing operation).
4. Offshore Service Vessels that fulfill the addi-
tional requirements of the Towing Vessel Approvabil-
ity Scheme of GL Noble Denton Guideline ND/0021
may be given the Class Notation TVS (equipped for
towing operation with additional requirements). GL is
diversifying four (4) categories of towing vessels in
accordance with the GL Noble Denton Guidelines for
Approval of Towing Vessels 0021/ND. A document
has to be submitted to GL for the actually chosen
category which demonstrates that the requirements for
the category are met. This document has to include in
addition the requirements defined in GL Rules for
Machinery and Systems (I-6-2), Section 5. The four
categories are defined as follows:
– Ocean-going Salvage Tug (TVS-ST)
– Unrestricted Towages (TVS-U)
– Coastal Towages (TVS-C)
– Restricted Towages (TVS-R1)
5. Documentation
In addition to plans and particulars required by Section
1, F., details of local strengthening of the following items,
where applicable, shall be submitted for approval:
 Arrangement and integration into the hull of
equipment, tanks, supports, foundations, etc. in
conjunction with their weight, working load, and
holding capability information.
 For unusual structural arrangement and equip-
ment, calculations demonstrating acceptable struc-
tural strength.
Chapter 1
Page 27–1
 Foundations and support structures for anchor
handling and laying arrangements for anchors
carried as cargo.
B. Hull Structure
1. Structural configuration
The main features of an anchor handler dictating the
structural configurations are the following:
 A clear after deck to handle the anchors effec-
tively.
– Easy accessible safety barriers on working deck
for crew.
 One or more winches designed to deploy and
recover the anchors.
 A large horizontal stern roller for anchor han-
dling process, installed in the stern, usually at
deck level.
 A rounded form in way of the area for ship-
ping/unshipping anchors at stern.
 If fitted, chain lockers under the main winch.
Anchor handlers are sometimes required to store
rig or mooring chain and, for this purpose, most
are fitted with chain lockers under the main
winch. These chain lockers may double as bal-
last or brine tanks when not in use.
 Equipment for temporary securing of an anchor,
such as shark jaws.
 Towing pins in way of the stern roller.
 Heavy duty bollards.
The main features of a Offshore Service Vessel
equipped for towing operation other than anchor han-
dling, dictating the structural configuration, are similar
to that for anchor handling except:
– A large horizontal stern roller
– Increased chain locker capacity
– Strengthening of the deck for anchor handling
– Equipment for temporary securing of an anchor
(shark jaws etc.
Chapter 1 Section 27 B Anchor Handling and Towing Ships
Page 27–2
2. Scantlings, general
For the determination of hull structure scantlings the
draught T is not to be taken less than 0,85 H.
3. Shell plating
3.1 Anchor handling activities often give rise to
areas of high local loads and/or frequent impacts, such
as in way of the stern roller or immediately adjacent to
heavy duty bollards. The shell in way of high loads
and/or frequent impacts is to be suitably reinforced by
increasing shell plate thickness, adding stiffening
supports, or other appropriate means.
3.2 The bulwark shall be arranged with an inward
inclination in order to reduce the probability and fre-
quency of damages. Square edges are to be chamfered.
4. Deck structure
4.1 Deck areas, where there are arrangements to
collect and handle anchors and associated equipment,
are to be protected by wooden sheathing. Alterna-
tively, this can be omitted if the plate thickness is
increased by 2,5 mm.
4.2 Depending on the towrope arrangement, the
deck in the aft region may have to be strengthened
(beams, plate thickness), if considerable chafing
and/or impact is to be expected. See also C.1.5.
5. Safe location
5.1 For assignment of the class notation AH
crash rails of a height of at least 2.2m measured from
top of the deck to the upper edge of the crash rail have
to be provided inside the bulwark. In addition a safe
location near the open working deck for stand by
during the pulling procedure has to be arranged for the
operating personnel.
6. Stern frame
6.1 The cross sectional area of a solid stern frame
is to be 20 % greater than required according to Sec-
Table 27.1 Permissible stresses
Type of stress
Axial and bending tension and axial and bending compression with
box type girders and tubes
Axial and bending compression with girders of open cross sections
or with girders consisting of several members
Shear
Equivalent stress
ReH = yield strength or 0,2 % – proof stress
I - Part 6
GL 2012
tion 13, C.2.1. For fabricated stern frames, the thick-
ness of the propeller post plating is to be increased by
20 % compared to the requirements of Section 13,
C.2.2. The section modulus WZ of the sole piece is to
be increased by 20 % compared to the modulus deter-
mined according to Section 13, C.3.
6.2 Scantlings of foundations and supports of the
stern roller shall be based on two times the working
load. Scantlings of supports for the stern roller shall be
based on the maximum forces occurring during anchor
handling.
7. Foundations of towing gear
7.1 The foundations of the towing winch, and of
any guiding elements such as towing posts or fair-
leads, where provided, shall be thoroughly connected
to the ship's structure, considering all possible direc-
tions of the towrope.
7.2 The scantlings of foundations and supports of
the towing winch and towing bollard shall be based on
the breaking strength of the towline.
7.3 The stresses in the foundations and fastening
elements shall not exceed the permissible stresses
shown in Table 27.1, assuming a load equal to the
winch holding capacity.
7.4 Deformations of foundations and fastening
elements shall be minimized for adequate stiffness to
assure functionality of towing gear.
7.5 Direct calculation by means of Finite Ele-
ment Analysis to verify the compliance with the re-
quirements given in 7.3 and 7.4 is strongly recom-
mended.
8. Equipment Foundations
When considering the loads, all expected operating
directions are to be considered. Foundations for deck
equipment, such as winches, shark jaws and stern
roller, are to be in accordance with 7. as applicable.
Permissible stress
σ = 0,83 ⋅ ReH
σ = 0,72 ⋅ ReH
τ = 0,48 ⋅ ReH
σeq = 0,85 ⋅ ReH
I - Part 6 Section 27 C Anchor Handling and Towing Ships
GL 2012
C. Towing Gear/Towing Arrangement
1. General design requirements
1.1 The towing gear shall be arranged in such a
way as to minimise the danger of capsizing; the work-
ing point of the towing force is to be placed as low as
practicable, see also F.
1.2 The attachment point of the towrope shall be
arranged closely behind the centre of buoyancy.
1.3 The arrangement of the equipment shall be
such that the towrope is led to the winch drum in a
controlled manner under all foreseeable conditions
(directions of the towrope).
1.4 Towrope protection sleeves or other adequate
means shall be provided to prevent the directly pulled
towropes from being damaged by chafing/abrasion.
1.5 At locations, where the towing rope bears on
structural elements (e.g. cargo rails, bulwarks, stern
rail or tailgate) during normal operation, the design of
this equipment have to ensure that the radius of bend
is at least 10 times the diameter of the towing rope.
1.6 For the assignment of the class notations
TVS-ST – TVS-R1 (see A.4.) additional requirements
of the GL Noble Denton Guideline ND/ 0021 have to
be considered.
2. Definition of loads
2.1 The design force T corresponds to the tow-
rope pull (or the bollard pull, if the towrope pull is not
defined) stipulated by the owner. The design force
may be verified by a bollard pull test, see 4.2 and the
GL Guidelines for Ocean Towage (VI-11-1).
2.2 The minimum breaking force of the towrope
is based on the design force, see 3.3
2.3 The holding capacity of the towing winch
(towrope in the first layer) shall correspond to 80 % of
the minimum breaking load Fmin of the towrope, see
3.3. The rated winch force is the hauling capacity of
the winch drive when winding up the towrope, see GL
Rules for Machinery and Systems (I-6-2), Section 5,
B.3.3
3. Towropes
3.1 Towrope materials shall correspond to the
GL Rules for Equipment (II-1-4). All wire ropes
should have as far as possible the same lay.
3.2 The length of the towrope shall be chosen
according to the tow formation (masses of Offshore
Service Vessel and towed object), the water depth and
the nautical conditions. Regulations of flag state au-
thorities have to be observed. It is recommended, that
Chapter 1
Page 27–3
tow line lengths be longer than tow line lengths as
required in table 18.2, see also GL Noble Denton
Guideline ND/0021. For length of towrope for bollard
pull test, see the GL Guidelines for Ocean Towage
(VI-11-1).
3.3 The required minimum breaking force Fmin of
the towrope is to be calculated on the basis of the
design force T and a utility factor K, as follows:
Fmin = K ⋅ T
K = 2,5 for T ≤ 200 kN and
= 2,0 for T ≥ 1 000 kN
For T between 200 and 1 000 kN, K may be interpo-
lated linearly.
3.4 For ocean towages, at least one spare towrope
with attachments shall be available on board.
3.5 The required minimum breaking force Fmin of
the tricing rope is to be calculated on the basis of the
holding capacity of the tricing winch and a utility
factor K = 2,5.
3.6 For assignment of the class notations TVS-
ST – TVS-R1 (see A 4) the required minimum break-
ing force Fmin as well as the length of the towline has
to comply with the requirements of GL Noble Denton
Guideline ND/0021. For that purpose Fmin acc. to this
rule is equal to the MBL (minimum breaking load) of
the towline of the GL Noble Denton Guideline
ND/0021
4. Testing
4.1 Workshop testing
4.1.1 Accessory towing gear components,
towropes
4.1.1.1 Accessories subjected to towing loads, shall
generally be tested to minimum breaking force Fmin of
the towrope at the manufacturer, see 3.3.
4.1.1.2 For all accessories Test Certificates, Form
LA 3, and for the towrope, Form LA 4, have to be
submitted.
4.1.1.3 GL reserve the right of stipulating an endur-
ance test to be performed at towing gear components,
where considered necessary for assessment of their
operability.
4.2 Initial testing of towing gear on board and
bollard pull test
4.2.1 The installed towing gear has to be tested on
the ship using the bollard pull test to simulate the
towrope pull.
Chapter 1 Section 27 F Anchor Handling and Towing Ships
Page 27–4
4.2.2 Bollard pull test
In general a bollard pull test will be carried out before
entering into service of the vessel. The test can be
witnessed and certified by GL, see the Guidelines for
Ocean Towage (VI-11-1).
For class notations TVS-ST – TVS-R1 (see A.4.) the
bollard pull test will be carried out and certified ac-
cording to the Guidelines for the Approval of Towing
Vessels ND/0021 of GL Noble Denton.
D. Steering Gear/Steering Arrangement
1. Steering stability
Steering stability, i.e. stable course maintaining capa-
bility of the ship, shall be ensured under all normally
occurring towing conditions. Rudder size and rudder
force shall be suitable in relation to the envisaged
towing conditions and speed.
2. Special steering arrangements
Steering units and arrangements not explicitly covered
by the Rules mentioned above, and combinations of
such units with conventional rudders, will be consid-
ered from case to case.
E. Anchoring/Mooring Equipment
1. Equipment numeral
The equipment with anchors and chains as well as the
recommended towropes of ships for unrestricted ser-
vice is to be determined according to Section 18, B.
However, for the determination of the equipment
numeral the term 2 ⋅ h ⋅ B may be substituted by the
term
2 ( a ⋅ B + Σ h i ⋅ bi )
bi is the breadth of the superstructure tier "i", consid-
ering only tiers with a breadth greater than B/4.
F. Stability
1. Additionally to the requirements in Section
23, the intact stability shall comply with one of the
following requirements:
– The residual area between a righting lever curve
and a heeling lever curve developed from 70 %
of the maximum bollard pull force acting in 90°
to the ship-length direction should not be less
than 0,09 mrad. The area has to be determined
between the first interception of the two curves
and the second interception or the angle of down
flooding whichever is less.
I - Part 6
GL 2012
– Alternatively, the area under a righting lever
curve should not be less than 1,4 times the area
under a heeling lever curve developed from
70 % of the maximum bollard pull force acting
in 90° to ship-length direction. The areas to be
determined between 0° and the 2nd interception
or the angle of down flooding whichever is less.
2. For vessels that are used for anchor handling
and which at the same time are utilizing their towing
capacity and/or tractive power of the winches, calcula-
tions must be made showing the acceptable vertical
and horizontal transverse force/tension to which the
vessel can be exposed. The calculations must consider
the most unfavourable conditions for transverse
force/tension and as a minimum include the following:
2.1 Calculations must be made for the maximum ac-
ceptable tension in wire/chain, including the maximum
acceptable transverse force/tension that can be accepted
in order for the vessel's maximum heeling to be limited
to one of the following angles, whichever occurs first:
– heeling angle equivalent to a GZ-value equal to
50 % of GZ-max;
– the angle of flooding, which results in water aft
on working deck when the deck is calculated as
flat; or
– 15 degrees.
2.2 The heeling moment must be calculated as
the total effect of the horizontal and vertical transverse
components of force/tension in the wire or the chain.
The torque arm of the horizontal components shall be
calculated as the distance from the height of the work
deck at the guide pins to the centre of main propulsion
propeller or to centre of stern side propeller if this
projects deeper. The torque arm of the vertical com-
ponents shall be calculated from the centre of the outer
edge of the stern roller and with a vertical straining
point on the upper edge of the stern roller.
2.3 The other loading conditions for the vessel
shall be as stated for anchor handling in approved sta-
bility calculations and in accordance with prevailing
practice with regards to loads on deck and winch reels.
The vertical force from the tension shall be included in
the loading conditions, upon which calculations of
trim and curve for righting arm (GZ-curve) are based.
2.4 Information stating the maximum force / ten-
sion in wire or chain, as well as corresponding lateral
point of direction according to the calculations, must
be communicated to the vessel's crew and be dis-
played next to the control desk or at another location
where the navigator on duty easily can see the infor-
mation from his command post.
2.5 The displayed information must be in the form
of simple sketches showing the vessel's GZ-curve for
righting arm in addition to a table stating the relevant
combinations of force/tension and point of direction
which gives the maximum acceptable heeling moment.
I - Part 6 Section 27 H Anchor Handling and Towing Ships Chapter 1
GL 2012 Page 27–5

3. The heeling lever curve should be derived by – maximum steering force TEy [kN] at a test
using the following formula: speed of advance Vt [kn], normally 8 to 10 knots

0, 071 ⋅ T ⋅ z h ⋅ cos Θ – manoeuvring time t [s]

bh = [m]
D – manoeuvring coefficient K = 31 / t [–] or 1,
whichever is less
bh = heeling arm [m]
2.2 A test certificate indicating the escort character-
T = maximum bollard pull [kN]
istics is issued on successful completion of such trials.
zh = vertical distance [m] between the working point
of the towrope and the centre of buoyancy 3. Definitions
D = loading condition displacement [t]
3.1 Active Escort Tug is a tug performing the
Θ = heeling angle [°] active escort towing.

3.2 Assisted vessel is the vessel being escorted

G. Escape Routes and Safety Measures
1. Engine room exit
In the engine room an emergency exit is to be pro-
vided on or near the centreline of the vessel, which
can be used at any inclination of the ship. The cover
shall be weather tight and is to be capable of being
opened easily from outside and inside. The axis of the
cover is to run in athwart ship direction.
2. Safe handling of towing gear
by an Active Escort Tug.
3.3 Indirect towing is a typical manoeuvre of the
Active Escort Tug where the maximum transverse
steering force is exerted on the stern of the assisted
vessel while the Active Escort Tug is at an oblique
angular position. The steering force TEy [kN] is pro-
vided by the hydrodynamic forces acting on the Ac-
tive Escort Tug's hull, see Fig. 27.1.
3.4 Test speed Vt [kn] is the speed of advance
(through the water) of the assisted vessel during full
scale trials.

See requirements under C.1, C.3 and C.4.
3. Fire safety
3.1 Structural fire protection measures shall be as
outlined in Section 22, as applicable according to the
size of the vessel. The fire fighting equipment shall
conform to GL Rules for Machinery and Systems (I-6-
2), Section 9, as applicable.
3.5 The manoeuvring time t [s] is the time
needed for the Active Escort Tug to shift in indirect
towing from an oblique angular position at the stern of
the assisted vessel to the mirror position on the other
side, see Fig.27.1. The length of the towline during
such a manoeuvre should not be less than 50 m and
the towline angle need not be less than 30°.
4. Arrangement and Design

3.2 Additional or deviating regulations of the 4.1 Hull

competent Administration may have to be observed.
4.1.1 The hull of the Active Escort Tug is to be
designed to provide adequate hydrodynamic lift and
drag forces when in indirect towing mode. Hydrody-
namic forces, towline pull and propulsion forces shall
H. Additional Requirements for Active Es-
be in balance during active escort towing thereby
corting
minimising the required propulsion force itself.

1. Scope, application 4.1.2 Freeboard is to be provided in such a way,

1.1 The following requirements are not manda-
tory for the Class Notation TOW or AH but may be
introduced in addition if escort duties have to be pro-
vided by special offshore service vessels.
2. Characteristics of Active Escort Tugs
2.1 The following escort characteristics are to be
determined by approved full scale trials:
that excessive trim at higher heeling angles is avoided.
4.1.3 A bulwark is to be fitted all around the
weather deck.
4.2 Propulsion
In case of loss of propulsion during indirect towing the
remaining forces are to be so balanced that the result-
ing turning moment will turn the Active Escort Tug to
a safer position with reduced heel.
Chapter 1 Section 27 H Anchor Handling and Towing Ships I - Part 6
Page 27–6 GL 2012

assisted vessel TEy = steering force

TEx = braking force
TE = towrope pull
a = towline angle
Vt b = oblique angle

Vt = speed of advance
during test

TEy

TEx TE
mirror b Active
position Escort Tug

Fig. 27.1 Typical working mode of an Active Escort Tug

5. Stability of Active Escort Tugs
Proof of stability has to be shown by using the heeling
lever curve calculated by the following formula:
6.1.3 The size of the assisted vessel shall be suffi-
ciently large to withstand the transverse steering
forces of the tug without using too large rudder angles.

TE ⋅ z h ⋅ cos Θ 6.2 Recordings

bh = [m]
9,81 ⋅ D At least the following data are to be recorded continu-
ously during the trial for later analysis:
TE = maximum towrope pull [kN]
Assisted vessel:
6. Full Scale Trials – position

6.1 Procedure – speed over ground and through the water

– heading
6.1.1 A documented plan, describing all parts of
the trial shall be submitted for approval before com- – rudder angle
mencement of the trials, including:
– angle of towline
– towage arrangement plan
– wind (speed and direction), sea-state
– data of assisted vessel including SWL of the
strong points Active Escort Tug:
– intended escort test speed
– position and speed over ground
– calculated maximum steering force TEy [kN]
– heading
6.1.2 Full scale trials shall be carried out in favour- – length, angle β and pull of towrope TE
able weather and sea conditions which will not sig-
nificantly influence the trial results. – heeling angle
I - Part 6 Section 28 B Well Stimulation Vessels
GL 2012
Section 28
Well Stimulation Vessels
A. General
1. Vessels specially designed, built, and
equipped for stimulation of wells for production of oil
and/or gas, in compliance with the requirements of
this Section, may be given the Class Notation WSV.
Vessels built for Class Notation WSV are also to
comply with requirements of Section 1 to 23 and 25
for Class Notation OFFSHORE SERVICE VES-
SEL.
2. Other applicable Rules
2.1 Applicable alongside these Rules are the
specifically relevant GL Rules for Machinery and
Systems (I-6-2), Machinery Installations (I-1-2),
Electrical Installations (I-1-3), Liquefied Gas Carriers
(I-1-6), Chemical Tankers (I-1-7), Dynamic Position-
ing Systems (I-1-15), Ventilation (I-1-21) as well as
the Rules for Mobile Offshore Units (IV-6-2) and
Machinery Installations (IV-6-5).
3. Documentation
3.1 In addition to plans and particulars required
by Section 1, F., details of the following items, where
applicable, shall be submitted for approval:
 plans and particulars for the arrangement of well
stimulation equipment, respective substructures
as well as acting loads, tanks, pumping equip-
ment, ventilation pipes from acid tanks, me-
chanical ventilation of closed and semi-enclosed
spaces containing acid tanks, pipes, pumps, and
mixing units,
 drawings of acid tanks, including information on
nondestructive testing of welds, strength and
tightness testing of tanks, and specification of
linings,
 documentation for liquid nitrogen tanks as re-
quired by GL Rules for Liquefied Gas Carriers
(I-1-6),
3.2 An operating manual for well stimulation
procedures shall be submitted for review. The manual
shall give instructions and information on safety as-
pects related to well stimulation processing.
Chapter 1
Page 28–1
B. Arrangement
1. Special Safety Aspects
1.1 Area classification
For all types of vessels hazardous and non-hazardous
areas have to be investigated and a complete area
classification has to be performed, as far as needed.
For the relevant criteria of such a classification see the
GL Rules for Machinery and Systems (I-6-2), Section
11, A.2.
1.2 Fire protection
Special attention shall be given to fire protection and
measures for fire fighting. Reference is made to GL
Rules for Machinery and Systems (I-6-2), Section 15,
D.2.
2. Tanks and pumping arrangement
2.1 Tanks for acid and liquefied nitrogen shall be
located a minimum distance of 760 mm from the
ship's side and bottom.
2.2 Tanks and pumping arrangements shall not
be located within accommodation areas or machinery
spaces.
2.3 Tanks and piping systems for the well stimu-
lation processing plant shall be separated from the
machinery and the ship piping systems.
2.4 Tanks and pumping arrangements for liquid
additives having a flashpoint below 60 °C shall com-
ply with relevant requirements of Section 26.
2.5 Requirements for tanks and pumping ar-
rangements for chemicals other than acids dealt with
under F. will be considered in each case, with due
regard to the properties of the chemicals and the ap-
plicable requirements of the GL Rules for Chemical
Tankers (I-1-7), Section 4.2
3. Cofferdams
3.1 If cofferdams are endangered by gas, they
are to be provided with vent pipes led to the open
deck and with sounding pipes, if they are not accessi-
ble.
Chapter 1 Section 28 F Well Stimulation Vessels
Page 28–2
4. Independent portable tanks
4.1 Independent portable tanks which are perma-
nently or temporarily installed on the cargo deck of
offshore service vessels may be used as storage for the
substances necessary for well stimulation, if require-
ments of Section 26, C.4.2 are met.
4.2 In addition the following requirements have
to be considered:
– The area where the tanks are carried is to be
surrounded by a suitably tight (temporary)
coaming which hinders any spillage and/or sub-
stances from leaking tanks to penetrate other ar-
eas of the vessel.
– Between the tanks and adjacent walls of the
vessel suitable space is to be arranged for check-
ing of the tank walls and passage of the crew.
– Each independent portable tank is to be marked
for easy identification.
5. Tank venting
5.1 Outlets from safety valves of nitrogen tanks
shall be led to the open deck. Outlet pipes shall be
arranged and supported to allow thermal expansion
during release of cold gases. Penetrations of decks and
bulkheads shall be such that the structures are ther-
mally isolated from cold pipes.
5.2 Vent outlets from acid tanks shall be led to
the open deck. The outlets shall have a minimum
height of 4 m above deck, and they are to be located a
minimum distance of 5 m from openings to accom-
modations and service spaces.
6. Access openings
Enclosed spaces containing tanks, piping, pumps, and
blenders for uninhibited acid shall have entrances
direct from the open deck or through air locks from
other spaces. The air locks shall have independent
mechanical ventilation.
7. Acid spill protection
7.1 Floors and decks underneath acid storage
tanks and pumps and piping for uninhibited acids shall
have a lining of corrosion resistant material extending
up to a height of 500 mm on the bounding bulkheads
or coamings. Hatches and other openings in such
floors or decks shall be raised to a minimum height of
500 mm.
I - Part 6
GL 2012
8. Drainage
8.1 Spaces housing tanks and pumping and pip-
ing for acids or additives shall have a separate drain-
age system not connected to the drainage system for
other areas.
8.2 Drainage arrangement for acids shall be of
corrosion resistant materials.
C. Position Keeping
1. As the well stimulation vessel/unit has to stay
near or above the well within a very restricted location
allowance, the position keeping will be a major pre-
requisite. Requirements for structural support of
thruster units see Section 8, F. Methods of position
keeping and related requirements are defined in GL
Rules for Machinery and Systems (I-6-2), Section 8.
D. Intact and Damage Stability
The ship shall comply with the requirements for intact
and damage stability given in Section 23.
E. Well Stimulation Equipment
1. Equipment
Well stimulation equipment fixed installed on the
offshore service vessel is consisting of, but not limited
to, tanks, pumps, compressors, piping systems and
related subsystems. This equipment is subject to Clas-
sification by GL. Nevertheless this equipment shall be
designed and built according to recognized regulations
and safety standards.
2. Foundations
The foundations for such equipment have to be inte-
grated into the structure of the vessel considering
extreme loads likely to occur during the stimulation
process as well as due to the operation of the vessel.
F. Additional Requirements
1. Additional requirements are defined in the
GL Rules for Liquefied Gas Carriers (I-1-6) for:
– materials for liquid nitrogen (Sections 6 and 4.9)
– design of liquid nitrogen tanks (Section 4)
2. Additional requirements are defined in the
GL Rules for Chemical Tankers (I-1-7) for:
– acid system (Section 15.11)
I - Part 6 Section 29 B Fire Fighters
GL 2012
Section 29
Fire Fighters
A. General
1. Offshore service vessels specially designed,
built, and equipped for fighting fires aboard ships and
offshore installations, in compliance with the require-
ments of this section, may be given the Class Notation
FF(x), see 5. Ships built for Class Notation FF(x) are
also to comply with requirements for Class Notation
OFFSHORE SERVICE VESSEL.
2. The requirements of Sections 1 – 23 and 25
apply to fire fighters unless otherwise mentioned in
this Section.
3. The ship is intended for early stage fire fight-
ing and for support of rescue operations onboard or
close to offshore installations and ships on fire. The
ship shall be designed with active and passive protec-
tion, capable to withstand higher heat radiation loads
from external fires.
4. The range of the equipment is determined by
the type of duty for which the ship is intended and is
denoted by a Notation affixed to the Character of
Classification of the machinery in accordance with 5.
5. Notations affixed to the Character of Clas-
sification
Fire Fighting Ships will, depending on the size and
purpose of the equipment provided, have one of the
following Notations affixed to the Character of Classi-
fication for the machinery installation.
FF1 Equipment for fighting fires in the initial stage
and performing rescue operations in the imme-
diate vicinity of the installation on fire.
FF2 Equipment for sustained fighting of large fires
and for cooling parts of the installation on fire.
FF3 Corresponding to FF2, but with greater fire
extinguishing capacity and additional fire extin-
guishing equipment.
FF1/2 or FF1/3
Equipment corresponding to FF2 or FF3 and
additionally suited for rescue operations as per
FF1.
6. Reference to further Rules
6.1 The detailed requirements for equipment are
defined in the GL Rules for Machinery and Systems
(I-6-2), Section 9.
Chapter 1
Page 29–1
6.2 In addition the GL Rules for Machinery In-
stallations (I-1-2), Electrical Installations (I-1-3) and
Automation (I-1-4) are also applicable.
6.3 For design, material and testing of pumps,
supplying water to the fire fighting and water spray
systems, the GL Guidelines for the Design, Construc-
tion and Testing of Pumps (VI-5-1) shall be observed.
B. Scope and Compliance
1. The fire fighter's Class Notation encompasses
the following aspects:
 the ship's fire fighting capability,
 the ship's stability,
 the ship's ability to maintain its position when its
fire fighting monitors are operating,
 the ship's active and passive heat radiation pro-
tection against external fires.
2. Operation as a fire fighter is based on com-
pliance with the following requirements:
 Instructions laid down in the operating manual
for fire fighting are being followed.
 The ship carries sufficient quantity of fuel oil for
continuous fire fighting operations with all fixed
water monitors in use for a period of not less
than 24 hours (FF1) or 96 hours (FF2, FF3).
 For the fixed foam monitors, foam forming
liquid for at least 30 minutes continuous foam
production is to be stored on board.
 Foam forming liquid for at least 30 minutes
continuous foam production by the mobile gen-
erator is to be stored in suitable containers on
board.
 The crew operating the fire fighting systems and
equipment has been trained for such operation,
including the use of air breathing apparatus.
 Exercises (drills) are carried out to maintain the
skill of the crew.
Chapter 1 Section 29 E Fire Fighters
Page 29–2
C. Documentation
1. Basic Documentation
In addition to plans and particulars required by Section
1, F., each of the following documents is to be submit-
ted in triplicate respectively as single document in the
case of electronic transmission for approval/ perusal:
 operating manual for the fire fighting installa-
tions and for maneuvering the ship during fire
fighting,
 plan showing the arrangement of all fire extin-
guishing equipment required by these Guide-
lines and giving details of type and performance
of pumps and monitors
 arrangement showing the location and design of
the sea connections and sea chests for the fire
fighting system
 drawing showing the seating and structural
foundation of the water monitors and giving de-
tails of their fastening method
 documentation showing the stability in all fire
fighting operating conditions based on the re-
sults of an approved inclining test (lightweight
survey) and including the proof of the maximum
heeling moment corresponding to the maximum
output of all monitors in any direction
 details on structural fire protection including
external doors and windows
 location of hose connections and hose stations
for the mobile fire fighting equipment,
D. Trials and Surveys
1. After completion, an operational test is to be
carried out including verification of the equipment
performance.
The heeling angle of the ship with the monitors in
operation is to be determined on the basis of the most
unfavourable conditions.
2. All equipment required by Class Notations
under A.5. is subject to an external inspection and an
operational test annually.
E. Basic Requirements
1. Manual for operating, testing and mainte-
nance
1.1 A manual for operating, testing and mainte-
nance shall be carried on board.
I - Part 6
GL 2012
1.2 The first part of the manual should contain
the description of the ship's fire fighting systems and
equipment together with the relevant instructions for
operation, testing and maintenance. The second part
should contain instructions for the operation of the
ship when in operation.
At least the following information, shall be included:
 line of responsibility and delegation of tasks,
 description of each fire fighting system and the
equipment covered by class,
 safety precautions and start-up procedures,
 instructions for use, testing, and maintenance of
fire fighting installations and equipment,
 operating instructions for the ship during fire
fighting,
 plans and records for periodic testing and drills.
2. Maneuverability
2.1 In calm water the main propulsion plant, the
thrusters and the steering gear shall enable the ship to
maintain its position for all possible directions of the
monitors. The relevant tests shall be carried out during
sea trials. The most unfavourable combination shall
not require more than 80 % of the available propulsion
force in any direction.
3. Intact and Damage Stability
3.1 The ship shall comply with the requirements
for intact and damage stability given in Section 23.
3.2 In assessing the ship's stability, the effect of
the reaction forces of the water jet in the beam direc-
tion caused by the monitor(s) fitted onboard shall be
accounted for. The heeling force, F, from the water
monitor(s) shall be assumed to act in the transverse
direction, based on the full capacity given in the GL
Guidelines for Equipment on Fire Fighting Ships (VI-
3-4), Table 1.1. The monitor heeling arm, a, shall be
taken as the vertical distance between the center of
side thruster(s) and the centerline of the monitor(s).
3.3 The monitor heeling lever, calculated as F ⋅ a
/displacement, shall not exceed 0.5 times the maxi-
mum righting arm, GZ, corresponding to the maxi-
mum allowable vertical center of gravity. If the maxi-
mum GZ occurs at a heel angle greater than 30°, the
GZ corresponding to 30° shall be used instead of the
maximum GZ.
4 Sea connections and sea chests
4.1 The arrangement and design of sea chests has
to comply with the requirements given in GL Rules
for Machinery and Systems (I-6-2), Section 9, C.5.
I - Part 6 Section 29 F Fire Fighters Chapter 1
GL 2012 Page 29–3

5 Storage of fireman's outfits 2. Extinguishing equipment

5.1 The store room for fireman's outfit has to The requirements for
comply with the requirements given in the GL Rules
for Machinery and Systems (I-6-2), Section 9, C.7. – water spray system

– water monitor system

F. Additional Requirements – foam monitor system

– pumps, sea connections and pipelines

1. Passive fire protection
– portable fire equipment
Hull and superstructure as well as external doors and
hatches shall be constructed of steel. Windows at the – fireman's outfit
boundary of the superstructure, including the bridge,
shall comply with A-0 class. External platforms and are defined in the GL Rules for Machinery and Sys-
exposed piping systems shall be of steel. tems (I-6-2), Section 9.
I - Part 6 Section 30 D Standby Vessels Chapter 1
GL 2012 Page 30–1

Section 30

Standby Vessels

A. General 2. The towing wire and all connected parts shall

1. Vessels specially designed, built, and equipped
for standby and rescue services to offshore installa-
tions, in compliance with the requirements of this
section, may be given the Class Notation STANDBY
(Standby and rescue). The requirements of Sections
1 – 23 and 25 apply to Standby Vessels (STANDBY)
unless otherwise mentioned in this Section.
have a minimum breaking load of 0,04 PS in tons, where
PS is the total power of the propulsion engines [kW].
3. All loose gear of the towing equipment, such
as shackles, rings, wires, and ropes, shall be delivered
with a works test certificate.

2. The following main features of standby D. Hull Arrangement and Strength

vessels dictate their structural configuration:
 designated and illuminated winching area for 1. Hull
helicopter operations,
1.1 The section modulus of the main deck frames
 clearly marked and lighted rescue zones at the and the tween deck frames have to be determined as de-
side of the vessel, fined in Section 9. All frame ends shall have brackets.
 survivors area,
1.2 The breadth of the shear strake at the strength
 fast rescue boat. deck shall be at least 800 + 5 L in [mm], where L is
the rule length in [m]. In way of fenders, the shear
strake thickness shall be at least:
B. Documentation 10 + 0, 0833L
t = a [mm]
In addition to plans and particulars required by Sec- 0.8 + 0, 0033L
tion 1, F., the following plans and particulars shall be
submitted for approval: where a is the stiffener spacing in [mm]. Where fend-
ers are omitted, this minimum thickness shall be in-
 arrangement of rescue areas, creased by 50 percent.
 rescue and safety equipment plan, showing 1.3 The plating thickness of the main weather
position and quantity of safety and rescue deck shall not be less than 8 mm or 6 + 0,02 L + tk in
equipment on board (see D.), [mm], where tk is the corrosion addition in [mm], see
 towing arrangement (if applicable), Section 3.

 foundation and support structural plans of tow-
ing hook or towing winch, stating maximum
breaking force of winch and breaking strength
of towline (if applicable),
 scantlings of towing hook (if applicable),
 arrangement for the fast rescue craft,
 arrangement of windows and side scuttles,
frames, and deadlights with information on type
of glass and references to standards.
C. Towing Arrangement
1. When the ship is fitted with means for emer-
gency towing, the towing winch shall satisfy the re-
quirements given in Section 27 respectively.
1.4 Bulwark plating thickness shall be at least
7,5 mm. On the main weather deck the bulwark stays
shall have a depth of at least 350 mm at deck, and they
are to be positioned at every second frame. Open rails
shall have ample scantlings and efficient supports.
1.5 The stresses in the foundations and the sup-
porting structure of towing winch shall not exceed the
permissible stresses shown in Section 27, Table 27.1,
assuming the load given in Section 27, C.2.
2. Freeing ports and scuppers
The area of freeing ports and scuppers in the side
bulwarks on the cargo deck are at least to meet the
requirements of Section 21. The arrangement of free-
ing ports and scuppers shall be carefully considered to
ensure the most effective drainage of water trapped on
the weather deck.
Chapter 1 Section 30 H Standby Vessels
Page 30–2
E. Rescue Zone Arrangement
1. On each side the ship shall be arranged with a
rescue zone of at least 8 m length. The area shall be
clearly marked on the ship's sides. Its location shall be
sufficiently far way from the propellers and clear of any
side discharges up to 2 m below the load waterline.
2. Access routes from the rescue zones to the
helicopter winch zone, if provided, shall have slip-
resistant deck coating or wooden lining, or the sur-
faces shall be treated to give equivalent slip-resistant
properties.
3. The ship's sides in way of the rescue zone
shall be free of obstructions, such as fenders.
4. Satisfactory lighting shall be available along
the rescue zone, capable of providing a minimum
illumination level of 150 lux at the rescue zone and 50
lux at areas 20 m from the ship.
5. The deck area in way of the zone should pre-
ferably be free of air pipes, valves, smaller hatches, etc.
However, when this is impractical, proper arrangement
shall be provided to protect against personnel injury.
6. Bulwarks and railings in way of the rescue
zones shall be of a type easily opened or removed to
enable direct boarding on deck.
7. A searchlight shall be available on each side
and operated from the navigation bridge. The search-
lights should be able to provide an illumination level
of 50 lux in clear air, within a circular area of at least
10 m diameter up to distance of 250 m.
8. Each rescue zone shall be provided with a
scrambling net made of corrosion resistant and non-
slip material.
9. The ship shall be provided with power as-
sisted means capable of ensuring careful recovery of
disabled persons from the sea.
F. Survivors Accommodation
1. The ship shall have a treatment room for
casualties, sanitary rooms, and an enclosed space with
fixed seats to accommodate survivors. These spaces
shall be provided with lighting and means to control
temperature and humidity suitable for the area of op-
eration. Each space intended for survivors shall have
an emergency exit.
2. All spaces intended for survivors, including
corridors used for access, shall have a slip-resistant
deck coating. Corridors and doors shall be dimen-
sioned to allow adequate transport of survivors on
stretchers.
I - Part 6
GL 2012
3. Sanitary facilities shall be available exclu-
sively for survivors. At least one installation that in-
cludes a toilet, a wash basin, and a shower shall be
provided for each group of 50 survivors.
G. Safety Equipment
1. The ship shall be equipped with at least one fast
rescue craft of type complying with IMO MSC / Circ.
809, arranged and maintained to be permanently ready
for use under severe weather conditions. The launch-
ing arrangement shall be of SOLAS approved type.
2. The following minimum safety equipment shall
be provided for ships of less than 500 gross tonnage:
 one line throwing appliance with at least four
projectiles and four lines,
 one daylight signaling lamp,
 six SOLAS type approved lifebuoys, four being
equipped with a self igniting light and buoyant
line,
 one SOLAS type approved immersion suit for
each crew member,
 one SOLAS type approved lifejacket for each
crew member and for 25 % of the number of
survivors the ship is designed to carry.
3. The treatment room for survivors shall have
adequate equipment and medical supplies. Treatment
room equipment and medical stores should be ar-
ranged as required by local regulations or based on
recognized standards. The ship shall be provided with
blankets of sufficient quantity for the number of sur-
vivors the ship is designed to carry.
H. Deck Houses and Superstructures
1. Scantlings
1.1 Stiffeners shall have effective end connec-
tions. Stiffeners on front bulkheads of the lowest tier
shall have brackets at both ends.
2. Weathertight doors
2.1 In general, arrangement and sill heights of
weathertight doors are to comply with Section 21, C.
Doors in exposed positions on the lowest weather
deck and in lowest unprotected fronts and sides shall
be of steel.
3. Windows
3.1 In general, windows larger than 1000 × 710
or an area greater than 0,71m2 will not be accepted.
Exceptions can be made in the aft ends of deckhouses,
after special consideration.
I - Part 6 Section 31 C Oil Recovery Vessels
GL 2012
Section 31
Oil Recovery Vessels
A. General
1. Vessels specially designed, built, and equipped
for occasional handling, storage, and transportation of
oil with a flashpoint below 60 °C, recovered from an
oil spill in emergency situations, in compliance with
the requirements of this section, may be given the
Class Notation OR (Oil recovery and transportation).
Vessels built for class notation OR are also to comply
with requirements of Section 1 to 23 and 25 for Class
Notation OFFSHORE SERVICE VESSEL.
2. In addition to the requirements listed in 1, the
requirements given in the GL Rules for Machinery
and Systems (I-6-2), Section 10 and the GL Rules for
Oil Recovery Vessels (I-1-9) have to be applied as
appropriate.
3. The following main features of oil recovery
vessels dictate their structural configuration:
 safety against fire and explosion during han-
dling, storage, and transportation of oil recov-
ered from a spill,
 supporting structures for equipment applied
during oil recovery operations,
 stability and floatability,
 available power for supply to equipment used
during oil recovery operations.
B. Documentation
In addition to plans and particulars required by Sec-
tion 1, F., additional plans and particulars as defined
in the GL Rules for Oil Recovery Vessels (I-1-9),
Section 1, D. shall be submitted for approval.
C. Basic Requirements
1. General
1.1 The ship shall be provided with a suitable
working deck for use in oil recovery operations. The
ship shall be provided with storage tanks for recovered
oil and pumping and piping arrangements for transfer
and discharge of recovered oil.
1.2 The ship shall have adequate stability and
floatability in all relevant operating conditions. Stabil-
Chapter 1
Page 31–1
ity and floatability properties will be considered for
each particular case.
1.3 Visibility from the maneuvering station shall
be such that the master can easily monitor oil recovery
operations that occur on deck and in the water.
1.4 The oil tanks and the deck area where the
operation is performed shall be as far away from the
accommodation as possible.
2. Fire protection
2.1 For ships with cargo tanks forward of the
superstructure, exterior boundaries of superstructures
and deckhouses enclosing accommodations, including
overhanging decks that support such accommodations,
shall be insulated to A-60 standard for the entire por-
tions facing the hazardous areas and for 3 m aft or
forward of these areas, whichever is relevant. Within
such boundaries, this requirement is also applicable to
access doors. Alternatively, insulation to A-0 standard
with a permanently installed water spraying system in
compliance with 2.4 may be accepted. Aluminum
bulkheads are not acceptable within these boundaries.
2.2 Requirement 2.1 is also applicable to ships
with cargo tanks aft of the superstructure, provided
exterior boundaries of superstructures and deckhouses
enclosing accommodations and overhanging decks
that support such accommodations are situated within
10 m of the nearest hazardous area.
2.3 Portholes and windows in the area specified
in 2.1 and 2.2 shall have the same fire rating as the
bulkhead in which they are fitted. This requirement
does not apply to wheelhouse windows. Portholes and
windows that have a lower fire rating than required or
that are protected by a water spray system in accor-
dance with 2.4 shall be fitted with permanently in-
stalled inside deadlights of steel having a thickness
equal to the steel bulkhead in which they are fitted.
2.4 Windows in areas specified in 2.1 shall have
A-60 integrity or be protected by deadlights during oil
recovery operations. Navigation bridge windows in
areas specified in 2.1 shall have A-0 fire integrity.
2.5 To protect the working deck area, two semi-
operable 25 kg dry powder fire extinguishers shall be
provided, stored in readily available spaces adjacent to
the working deck. In addition, the ship shall carry two
portable foam applicator units with at least four port-
able 20 liter containers with foam concentrate, using
water supplied by the ship's fire main.
Chapter 1 Section 31 D Oil Recovery Vessels I - Part 6
Page 31–2 GL 2012

3. Arrangement of tanks 3.6 Coatings in tanks for recovered oil shall be of

3.1 In general, tanks within the accommodation
and/or engine room area are not to be used to store
recovered oil.
3.2 For the arrangement and segregation of tanks
the requirements of the GL Rules for Hull Structures
(I-1-1), Section 24 and the Rules for Oil Recovery
Vessels (I-1-9), Section 2 have to be applied.
3.3 All openings to the tanks, such as sounding
pipes and hatches for placing portable pumps and hoses
to recover the oil, shall be located on the open deck.
3.4 Tanks for recovered oil shall have suitable
access from the open deck for cleaning and gas free-
ing. Long tanks shall be accessible from both ends.
an oil and dispersant resisting type.
4. Structural support of heavy components
4.1 Strength of supporting structures for equip-
ment used during oil recovery operations can be based
on oil recovery operations taking place in moderate
sea conditions.
4.2 Dynamic loads on cranes intended for use
during oil recovery operations, brought about by the
ship's motions, shall be taken into account. In gen-
eral, scantlings of cranes and their supporting structure
shall be based on at least twice the crane's working
load.

3.5 Normally, tanks exceeding a breadth of D. Hazardous Areas

0,58 B or a length of 0,1 L (B = rule breadth, L = rule
length), whichever is the greater, are to be provided 1. Hazardous zones
with wash bulkheads or similar arrangement to reduce
liquid sloshing when partially filled. The height of The hazardous and non-hazardous zones are defined in
tanks for recovered oil shall be at least 1,5 m. Internal GL Rules for Machinery and Systems (I-6-2), Section
obstructions in tanks for recovered oil shall be pro- 10, A.2.
vided with adequate openings to allow full flow of oil.
For this purpose, the area of one single opening is to 2. Access openings
be at least twice as large as the sectional area of the
discharge pipe. The openings shall be arranged to 2.1 The requirements of the GL Rules for Oil
enable the tanks to be effectively drained. Recovery Vessels (I-1-9), Section 2, B. apply.
I - Part 6 Section 32 C Chemical Recovery Vessels
GL 2012
Section 32
Chemical Recovery Vessels
A. General
1. These Rules are for application in the case of
toxic or corrosive substances, and of substances having
a flash point not exceeding 60 °C (closed cup-test).
Vessels complying with these Rules and having facili-
ties for the recovery of hazardous substances plus
tanks for liquid substances in bulk and/or holds for
packaged and solid bulk goods, receive the Notation
CR (Chemical Recovery and Transportation Vessel)
after their Character of Classification.
Vessels built for Class Notation CR are also to com-
ply with requirements of Section 1 to 23 and 25 for
class notation OFFSHORE SERVICE VESSEL.
2. In addition to the requirements listed in 1., the
requirements of the GL Rules for Machinery and Sys-
tems (I-6-2), Section 11 have to be applied. GL Rules
for Chemical Recovery Vessels (I-1-12) have to be
applied as appropriate.
3. Applicable alongside these Rules are the
specifically relevant GL Rules for Hull Structures (I-
1-1), Machinery Installations (I-1-2), Electrical Instal-
lations (I-1-3), Chemical Tankers (I-1-7) and
Ventilation (I-1-21).
B. Requirements for Separation of Spaces
1. General
Regarding separation of the cargo area from the other
areas of the vessel, the GL Rules for Hull Structures (I-
1-1), Section 24, A.4 and the Rules for Chemical
Tankers (I-1-7), Section 3 apply.
Dry cargo holds for hazardous substances shall be
treated like cargo tanks. With regard to the arrange-
ment of the accommodation, machinery and cargo
areas, deviation from the Rules may be possible after
examination and with approval from the competent
authority.
2. Citadel
The citadel area is to be so designed that the protected
spaces can, during service in a hazardous atmosphere,
be kept at an overpressure relative to the outside at-
mosphere to preclude entry of hazardous substances
from outside, refer to GL Rules for Machinery and
Systems (I-6-2), Section 11, B.4.2.
Chapter 1
Page 32–1
3. Accesses and openings
Accesses and openings into the citadel which during
the service in a hazardous atmosphere are not in op-
erational use shall be capable of being closed gastight.
For accesses and openings in operational use suitable
measures are to be provided to prevent the entry of
hazardous substances/loss of overpressure. Means
shall be provided for decontaminating personnel con-
taminated with harmful substances.
C. Ship Arrangements
1. Hull
1.1 All openings to rooms and tanks, except those
which are in operational use, must be so constructed,
that they are capable of being closed gastight when the
ship is due to operate in a hazardous atmosphere.
1.2 Windows
1.2.1 Windows are to be produced as non-opening
type in accordance with ISO 21005, DIN ISO 1751 or
another international comparable standard and are to
be tested accordingly in the presence of the Surveyor.
1.2.2 The glass is to be tested in accordance with
DIN ISO 614 and shall be marked accordingly.
1.2.3 Windows shall be generally of laminated
type. The laminate has to consist of at least two layers
of thermally toughened safety glass, bonded by a foil.
1.2.4 The windows have to be designed to with-
stand a shock wave with a positive pressure of 0,3 bar
for at least 200 ms.
1.2.5 The local design loads according to Section
21 have to be applied.
1.2.6 Fire resistant windows, where necessary,
have to be considered separately, see DIN ISO 5797.
2. Air locks
2.1 The accesses to the citadel are to be provided
with air locks which ensure the maintenance of over-
pressure inside. An air lock must comprise two doors
not less than 1,5 m apart. The doors must be selfclos-
ing and may not have any fixing devices. The door sill
Chapter 1 Section 32 D Chemical Recovery Vessels I - Part 6
Page 32–2 GL 2012

must be at least 300 mm high. Legal stipulations going D. Additional Requirements

beyond this are to be observed.
The requirements for
2.2 An alarm is to be provided which indicates if
more than one of the doors is not fully closed. – machinery installations

2.3 Air locks shall be so designed that they are
flushed with air from inside outwards in order to carry
out any hazardous substances brought in when using
the lock. There must be at least 20 air changes per
hour, related to the total volume of the air lock. Upon
agreement and approval of GL alternative installations
are permissible.
– electrical plant
– safety equipment and operation
are defined in GL Rules for Machinery and Systems
(I-6-2), Section 11 and the GL Rules for Chemical
Recovery Vessels (I-1-12), Section 3 to 5.
I - Part 6 Section 33 C Special Purpose Ships
GL 2012
Section 33
Special Purpose Ships
A. General
1. Application
The requirements of Sections 1 – 23 and 25 apply to
special purpose ships unless otherwise mentioned in
this Section.
A special purpose ship is a ship of not less than 500 gross
tonnage which carries more than 12 special personnel,
i.e. persons who are specially needed for the particular
operational duties of the ship and are carried in addition
to those persons required for the normal navigation,
engineering and maintenance of the ship or engaged to
provide services for the persons carried on board.
The provisions of the International Code of Safety for
Special Purpose Ships, 2008 IMO Res. MSC.266 (84)
have to be considered.
2. Character of Classification and Notation
2.1 Special purpose ships will be assigned the
symbol † for characterizing proof of damage stability
according to IMO Res. MSC.266 (84).
2.2 Notation
Special purpose ships, built in accordance with the
requirements of this Section will have the Notation
SPS affixed to their Character of Classification.
B. Documents for Approval
The following documents are to be submitted in addi-
tion to those specified in Section 1, F.:
1. Proof of floatability in damaged condition
according to Chapter 2 of the SPS-Code in 1-fold.
2. Drawings showing the arrangement of open-
ings in watertight bulkheads, in the shell plating, in the
bulkhead and in weather decks and drawings showing
the closing appliances for such openings to be submit-
ted in triplicate.
3. A damage control plan containing all data
essential for maintaining the survival capability to be
submitted in triplicate.
Chapter 1
Page 33–1
C. Intact Stability
1. Special purpose ships
1.1 Application
The provisions given hereunder apply to special pur-
pose ships of not less than 500 gross tonnage. They
will be also applied as far as reasonable and practica-
ble to special purpose ships of less than 500 gross
tonnage.
1.2 Stability criteria
1.2.1 General
1.2.1.1 All criteria shall be applied for all conditions
of loading.
1.2.1.2 Free surface effects shall be accounted for in
all conditions of loading.
1.2.1.3 Where anti-rolling devices are installed in a
ship, the criteria can be maintained when the devices are
in operation and that failure of power supply or the fail-
ure of the device(s) will not result in the vessel being
unable to meet the relevant stability requirements.
1.2.1.4 A number of influences such as icing of top-
sides, water trapped on deck, etc., adversely affect
stability.
1.2.1.5 Provisions shall be made for a safe margin of
stability at all stages of the voyage, regard being given
to additions of weight, such as those due to absorption
of water and icing and to losses of weight such as
those due to consumption of fuel and stores.
1.2.1.6 Each ship shall be provided with a stability
booklet which contains sufficient information to enable
the master to operate the ship in compliance with the
applicable requirements. If a stability instrument is used
as a supplement to the stability booklet for the purpose of
determining compliance with the relevant stability crite-
ria such instrument shall be subject to approval.
1.2.1.7 If curves or tables of minimum operational
metacentric height (GM) or maximum centre of grav-
ity (VCG) are used to ensure compliance with the
relevant intact stability criteria, those limiting curves
shall extend over the full range of operational trims,
unless it is agreed that trim effects are not significant.
When curves or tables of minimum operational meta-
centric height (GM) or maximum centre of gravity
(VCG) versus draught covering the operational trims are
not available, the master must verify that the operating
Chapter 1 Section 33 F Special Purpose Ships I - Part 6
Page 33–2 GL 2012

condition does not deviate from a studied loading
condition, or verify by calculation that the stability
criteria are satisfied for this loading condition taking
into account trim effects.
1.2.2 Standard conditions of loading to be exam-
ined
The standard loading conditions are as follows.
.1 ship in the fully loaded departure condition,
with cargo homogeneously distributed through-
out all cargo spaces and with full stores and fuel;
.2 ship in the fully loaded arrival condition with
cargo homogeneously distributed throughout
all cargo spaces and with 10% stores and fuel
remaining;
.3 ship in ballast in the departure condition, with-
out cargo but with full stores and fuel; and
.4 ship in ballast in the arrival condition, without
cargo and with 10% stores and fuel remaining.
1.2.3 Criteria regarding righting lever curve
properties
The intact stability of special purpose ships have to
comply with the requirements given in Section 23,
B.3.1 Alternative criteria stated in Section 23, B.3.2
which may be applied by the administration to off-
shore service vessels can be used for special purpose
ships of less than 100 m in length of similar design
and characteristics.
Depending on the scope and area of operation of the
vessel it is recommended to apply a weather criterion
additionally.
2. For special purpose ships to which 1.1 ap-
plies, the requirements of SOLAS regulations II-1/8
and II-1/8-1 and SOLAS Chapter II-1, Parts B-2, B-3
and B-4 should be applied as though the ship is a
passenger ship and the special personnel are passen-
gers. However, SOLAS regulations II-1/14 and II-
1/18 are not applicable.
3. For special purpose ships to which 1.2 or 1.3
applies, except as provided in 4., the provisions of
SOLAS Chapter II-1, Parts B-2, B-3 and B-4 should
be applied as though the ship is a cargo ship and the
special personnel are crew. However, SOLAS regula-
tions II-1/8 and II-1/8-1 need not be applied and
SOLAS regulations II-1/14 and II-1/18 are not appli-
cable.
4. All special purpose ships have to comply
with SOLAS regulations II-1/9, II-1/13, II-1/19, II-
1/20, II-1/21 and II-1/35-1, as tough the ship is a pas-
senger ship.
E. Watertight Subdivision
1. The subdivision of the ship is governed by
the requirements of the flooding calculation. The
smallest spacing a of the watertight transverse bulk-
heads (damage length) is not to be less than 1/3 Lc2/3
or 14,5 m whichever is less, see Fig. 33.1.

bulkhead C-deck
deck
a
equivalent

D. Damage Stability
bulkhead

D- D-deck
deck
equivalent
bulkhead

1. The subdivision and damage stability of spe-

cial purpose ships should in general be in accordance E-deck
with SOLAS Chapter II-1 where the ship is considered tunnel
a passenger ship, and special personnel are considered deck a
passengers, with an R-value calculated in accordance
with SOLAS regulation II-1/6.2.3 as follows:
.1 where the ship is certified to carry 240 persons
or more, the R-value is assigned as R;
Fig. 33.1 Spacing between two watertight trans-
.2 where the ship is certified to carry not more verse bulkheads
than 60 persons, the R-value is assigned as 0,8
R; and
.3 for more than 60 (but not more than 240) per-
sons, the R-value should be determined by lin- F. Structural Fire Protection
ear interpolation between the R-values given in
.1 and .2 above. The requirements of Section 22 apply.
I - Part 6 Section 34 C Wind Turbine Installation Ships
GL 2012
Section 34
Wind Turbine Installation Ships
A. General
1. Ships primarily engaged in construction and
maintenance of offshore wind energy plants and re-
lated equipment and systems and complying with the
requirements of this section may be given the class
notation WTIS (Wind Turbine Installation Ship).
2. Wind Turbine Installation Ships (WTIS) may
be classified as ships capable for jack-up operation
and ships without this capability. The provisions of
this section apply to both of these ship types.
Note
For construction and installation of offshore wind
energy plants in shallow waters, ships with jack-up
capabilities will be used. Such ships provide a fixed
platform that is advantageous for the construction and
installation of tripod- and jacket structures as well as
for the installation of the nacelle and rotor blades.
The main features of such a ship, dictating the struc-
tural configurations, are the following:
– Self propelled, self elevating ship
– Large working deck with high load capacity
– Large accommodation
– Helicopter deck
– High lifting capacity
– Dynamic positioning (at least DP2)
– Jacking units
For construction and installation of offshore wind
energy plants in deep water, the use of ships with high
crane capacity, free working deck, dynamic position-
ing system and high towing capacity is expected. The
main features of such a ship, dictating the structural
configurations, are the following:
– Self propelled ship
– Large working deck with high load capacity
– Large accommodation
Chapter 1
Page 34–1
– Helicopter deck
– High lifting capacity with heave compensation
– Dynamic positioning (at least DP2)
– Roll reduction capability
– Towing capability
B. Classification of Ships with Jack-up Capa-
bility
1. The structure of the ship hull shall fulfill
requirements in the GL Rules for Hull Structures (I-1-
1), Section 1-22 and 28, as applicable.
2. In addition, the requirements of the GL Rules
for Machinery and Systems (I-6-2), Section 16 have to
be fulfilled. GL Rules for Mobile Offshore Units (IV-
6-2) have to be considered as applicable.
3. For certification of cranes and equipment for
lifting operations, requirements of the GL Rules for
Machinery and Systems (I-6-2), Section 7 have to be
considered.
C. Classification of Ships without Jack-up
Capability
1. For ships with class notation WTIS and with-
out jack-up capability, the requirements of Section 1
to 23 and 25 apply. If applicable for additional func-
tionality, requirements of Section 24 and 26 to 33 have
to be considered. Furthermore the requirements of the
GL Rules for Machinery and Systems (I-6-2), Section
16 have to be considered.
2. For certification of cranes and equipment for
lifting operations, requirements of the GL Rules for
Machinery and Systems (I-6-2), Section 7 have to be
considered.
I - Part 6 Annex A A Load Line Marks Chapter 1
GL 2012 Page A–1

Annex A

Load Line Marks

A. Load Line Marks of GL
On application, GL calculates freeboards in accor-
dance with the Regulations of the ICLL and with any
existing relevant special national regulations, and
subsequently issue the necessary Load Line Certifi-
cates wherever authorized to do so by the competent
Authorities of the individual States.
Applications for issuance of Load Line Certificates or
for surveys for freeboard admeasurements are to be
made to either GL Head Office or to a Society's In-
spection Office. Freeboards will then be calculated on
the basis of the survey reports and admeasurements by
the Head Office.
Subject to the "Gesetz über die Aufgaben des Bundes
auf dem Gebiet der Seeschiffahrt", in the Federal
Republik of Germany, See-Berufsgenossenschaft and
GL are entrusted with the enforcement of the ICLL.
GL carry out on behalf of See-Berufsgenossenschaft
the survey for determining the freeboard, the calcula-
tion and checking of the freeboard and, where neces-
sary, periodical surveys.
The load lines assigned by GL are marked amidships
in accordance with the Load Line Certificate as per
following sketch. Where no other mark is stipulated
by national regulations of the competent Authorities,
(e.g. in the Federal Republic of Germany SB-GL)
there will be added the letters G–L. The ring, lines and
letters are to be painted white or yellow on a dark
ground or else, black on a light ground. They shall be
permanently attached on both sides of the ship.
(The sketch is drawn for the starboard side.)
With ships having a restricted service range, depend-
ing on the respective range, the seasonal marks, such
as for Tropical and Winter North Atlantic trade, are
omitted.
Ships of more than 100 m in length do not get a WNA
mark. For these ships WNA is equal to W.

Load Line Marking for Seagoing Ships

300 mm

deck line
25 mm
summer freeboard

540 mm forward
assigned

50 mm

75 mm 35 mm
mm

of ring to top of each line

to be taken from centre

TF
25

25 mm

measurements

G L
F T
These

Upper edge S
of horizontal line passing 230 mm
W
115 mm

through the centre of ring

25 mm

WNA
25 mm

300 mm
450 mm 25 mm 230 mm
I - Part 6 Annex B A Ice Class Draught Marking Chapter 1
GL 2012 Page B–1

Annex B

Ice Class Draught Marking

A. Ice Class Draught Marking of GL
According to Section 15, A.2.2, ship's sides are to be pro-
vided with a warning triangle and with an ice class
draught mark at the maximum permissible ice class
draught amidships if the summer load line in fresh water
is located at a higher level than the UIWL. The purpose
of the warning triangle is to provide information on the
draught limitation of the vessel when it is sailing in ice
for masters of icebreakers and for inspection personnel
in ports.

300 mm
25 mm
ICE

1000 mm

TF

G
F
T
S
W
WNA
540 mm aft

ICE 25 mm
230 mm

Note water but in no case higher than the deck line.

1. The ice class draught mark is to be centred 540
mm abaft the centre of the load line ring or 540
mm abaft the vertical line of the timber load line
mark, if applicable (the sketch is shown for the
starboard side). The ice class draught mark is to
be 230 mm in length and 25 mm in width.
2. The upper edge of the warning triangle is to be
centred above the ice class draught mark, 1000
mm higher than the Summer Load Line in fresh
The sides of the warning triangle are to be 300
mm in length and 25 mm in width.
3. The dimensions of all lettering are to be the same
as those used in the load line mark (see Annex A).
4. The warning triangle, ice class draught mark and
lettering are to be cut out of 5 - 8 mm plate and
then welded to the ship's side. They are to be
painted in a red or yellow reflecting colour in or-
der to be plainly visible even in ice conditions.